PCRA 2008 Final Draft

Transcription

PCRA of NSW January 2009 Newsletter
On Any
sunday
Post Classic Racing Association NSW: Jan 2009
1
Revised Race Programme for The Barry Sheene Festival of
Speed Saturday 11th - Sunday 12th April 2009, Eastern
Creek
As a result of consultation with a number of riders over a variety of classes, changes have been made to the race programme for
The Barry Sheene Festival of Speed to allow for more track time for all competitors. The Forgotten Era 350/500/Unlimited Class
(Period 5, 1972-1980) will see a significant increase in track time with the class going into battle in four sets of six lap races over the
weekend, with the opportunity to qualify for Sunday’s eight lap feature race The
Barry Sheene Memorial. With the proposed changes for this class The Barry
Sheene Festival of Speed will be able to offer track time equal to that of the World
Superbike Support Class and greater than the recent MotoGP round at Phillip Island.
The Barry Sheene Memorial Feature Race will be sponsored by The Helmet
Warehouse. With the top 40 riders on pre-1980 bikes from qualifying and race 1 on
Saturday there’ll be the tantalising prospect of a huge grid of Period 4 and 5 bikes
carving each other up through the landscaped hills and contours of Eastern Creek.
Robbie Phillis, Mal Campbell and many more names from the past will be up to their
usual late braking and close passing antics. With Suzuki GSX1100 & Honda
CB900/1100R race bikes dicing with Yamaha TZ two strokes, T-Rex Hondas, Irving Vincent, MacIntyre Matchless G50, the chest
thumping Kawasaki Z1000s, and all of them playing along to the screaming banshee wail of a Suzuki RG500 soundtrack this race will
be the premier event of the weekend.
A number of other classes also have changes to their racing formats to facilitate larger grids of bikes with very competitive fields.
The Ken Lucas Trophy Race sponsored by The Motorcycle Riders Club has had the minimum age of bike and rider lowered
from 98 years to 90 years. Classic bikes (Pre-1950) have also had their race format altered to create more competitive racing.
Full Programme on p.6
Other updates:
Trade/Club Displays
2009 will see an increase in the number of trade/club displays including; The Helmet Warehouse, Azzopardi Racing, Ballistic Drag
Racing, Metrakit Junior Racing, Pro Accessories, Oztrikes, Motorcycle Council of NSW and VJMC to name a few....
Sundays’ Show & Shine
Sunday’s Show & Shine Competition is growing each year & is being organised by SCR Ducati. There are over 10 different categories including; Best European Bike, Best British Bike, Best American Bike, Best Café Racer, Best Japanese Bike, Best Modified Bike &
Best Pre-War Bike. Entry to the Show & Shine is part of your entry fee on Sunday.
Sunday Super Motorcycle Only Swap Meet
The Super Swap Meet is a motorcycle only swap meet & is held on the skid pan area behind the pits. Gates open on Sunday at 6am
for vendors to set up their stalls. It is an ideal way to sell those parts that are no longer needed & then go watch some fantastic
racing. Entry to the swap meet is part of your admission ticket, with pre-book sites available at a reduced rate.
Camping at Easter
To help make the 2009 Barry Sheene Festival of Speed the biggest ever, the ARDC & PCRA are providing secure camping at the
track. The campsite will be adjacent to turn 12 and can accommodate up to 100 competitors/officials from Thursday to Saturday
nights. Cost is $50 per person with preference given to interstate / country travellers. Access to garages at Eastern Creek on Thursday evening (5.30pm—8.30pm) to secure bikes before Friday’s practice will also be available.
Guest Riders
As part of making the 2009 Barry Sheene Festival of Speed better value for money for the spectators and competitors, the PCRA
have negotiated to have dual World GP champion Kork Ballington (KR250 GP Bike) & Australia’s Steve Trinder (Honda CR750) participating in parade laps on both Saturday and Sunday. Details of another high profile rider of the 1970-80’s will be released soon!
Preferred Charity
In 2009 PCRA will be donating part of its gate takings to the Prostate Cancer Foundation of Australia.
Admission
To keep the costs down, the PCRA have kept the same spectator entry fees as 2008. Entry to Fridays practice is free, Saturday is
$15.00 & Sunday $20.00 Kids (u/13) are free, with Pensioners $10 both days.
The Barry Sheene Festival of Speed annual race meeting will take place from Saturday the11th of April to Sunday the 12th of
April (with practice at the circuit on Friday the 10th) over the 2009 Easter Long Weekend at Sydney’s Eastern Creek International
Raceway. This meeting is run by The Post Classic Racing Association of NSW, a non profit organisation that donates a percentage of the money raised by this race meeting to charity and invests the rest back into club racing.
For more information please visit www.postclassicracing.com.au or www.barrysheene.com.au.
2
E d i t o r ’s N o t e
The year that was
Welcome to PCRA’s club magazine.
When I sat down to write a few words here I thought well,
what happened this year? How can I fill a column? It didn't take
long to realize a lot happened this year. Don’t believe me or
can’t remember? Read on.
We started 2008 with a revolt about engine case protectors,
remember that one? I tested mine recently and they work just
fine. And let’s not mention drilled caliper bolts. Billyboy highsided at Turn One, Eastern Creek (yikes) before the season had
even started and spent the next few meetings running into people with his wheelchair and later, tripping folk up with his
crutches. We started the year with another superb Barry
Sheene meeting and finished it with another superb One-Hour.
The buckets clocked over 20 years and celebrated as only they
know how, Chivo’s place caught fire and we burnt out another
Race Secretary. Michael Combley stopped the parade with his
spectacular exit from Oran Park (I’ve never been that close to a
helicopter before) and various collarbones went pop through
the year, some for the first time, some not. We lost Lynton and
welcomed Trev Junior into the world. We upset Ken Wootton
and he upset us but we all made up later. Sort of.
ery and Aaron Morris, and some exciting established talents
too such as Aaron’s dad Graham and the evergreen (pun intended) Keith Higgs and Murray Clark et al. We ran transponders all year for the first time, which kept the printers churning
out reams of paper at Race Control as we poured over every
lap of every practice and race, ruing that fluffed lap that could
have been the one. We were again witness to a rich pageant of
wonderful bikes (and sidecars), from the downright gorgeous to
the eclectic, the rare and even the whimsical. We’re lucky our
club encompasses the breadth and depth of such fantastic machinery as it does. It’s all about the bikes.
As for me, I had a cracker. A championship win, topped off with
a class win and second outright at the One-Hour (a big thanks
to my co-rider Craig Ralls for that one), exceeded all my expectations. Luck played a big part, but as Woody Allen said, 80% of
success in life is just turning up. It’s true, I’m living proof! So for
2009 I’ll just keep turning up and see what happens.
So endeth another year and beginneth another club magazine.
We should read no further without first offering substantial
thanks to all the people who make our racing happen and make
our club what it is. There are many. We might all grumble and
bicker from time to time but we always sit down at the table to
feast together — just like Presentation night — just like any big,
unruly family. You’re the best, even you Lloyd. Long live PCRA.
We had the club represented all over the place, from the GP at
Phillip Island to the WA Historics, from the NRMA Motorfest
to the Bathurst Festival of Speed, from sponsor AMCN’s extensive feature on the Barry Sheene meeting to the Sydney Motorcycle Show stand to Muddy’s golden microphone slot on 2GLF’s
‘Tony Bennett’s Speed Sports Torque’.
Jason Light, VFR #38
And we had some glorious spats on the Forum about safety and
New Era 2 (from hereon in to be called Formula ‘90-something).
Speaking of safety, a dedicated group of riders ran a training day
which was very well received and we hope not the last. We saw
some exciting young talents ride in the club, notably Zac Thack-
(Front page pics courtesy of Rick K)
Photo by Graham Whitehead
3
2009 Calendar
Round 1
Wakefield Park
February 21-22
Round 2
Barry Sheene F of S Eastern Ck
April 10-12
Round 3
Oran Park Sth
May 24
Round 4
Oran Park GP
July 5
Round 5
Oran Park Figure-8
August 23
Round 6
Oran Park GP
October 11
One-Hour
Wakefield Park
November 21-22
All the way to WA
They set forth and multiplied. A crack team from PCRA took on Wanneroo (or Papa Gallo, whatever it’s
called nowadays) and did us all proud. Well done to all the guys who tucked their bikes and gear into the
specially adapted shipping container and headed off to uphold eastern-state honour. (The rumour is, one rider
travelled in the container, hibernating for part of the journey and surviving on his own wizz the rest. Any
guesses??)
Pics courtesy of Robert Seiler—that’s ‘Godzilla’ above on his tidy CB500
4
MAJOR CHANGES TO NEW ERA RACING FOR 2009
There have been some significant changes to New Era racing for 2009.
Name Change:
To more clearly define and differentiate between NE1 & NE2, and in anticipation of P6 being sanctioned, NE1 will now be
known as ‘New Era’ and NE2 will be known as ‘Pre Modern’.
Race Format:
There has been much discussion within the club regarding terminal speed difference of machines in the same race. In early
2008, a written complaint was made to MNSW, which resulted in PCRA committing to address the issue by the end of 2008.
This matter was raised at the October club meeting to be decided upon at the November club meeting. As only one proposal was put forward to
address this issue at that meeting, it was discussed & voted on to change the current race format. After this information became more widely
known, a number of members showed their dislike to changing the race format however an alternative proposal was not submitted other than
reverting back to the format used for 2008. There were a number of reasons why this could not be done which were discussed at the December
club meeting. The main reason being that the PCRA would not have addressed the speed difference issue that it stated it would do to MNSW
earlier in 2008. At the December meeting it was confirmed that these changes be maintained for the 2009 season however members are able to
make other proposals for the 2010 season. It was generally thought that any new proposal should be put forward before the mid year AGM which
would leave six months for proposals to be submitted and then if any changes are voted for then a further six months notice would be given before the 2010 season. The New Era race format for 2009 is therefore:
New Era and Pre Modern F1 & F2 will be a combined race.
New Era and Pre Modern F3 will be a combined race.
Rule Changes:
With the implementation of Formula based classes it was considered the original rules were less suitable for Formula based
racing than their original intention. Changes were made to simplify the rules to make them easier to understand particularly for some one new to
period racing.
Some significant changes in New Era are:
•
A change in the status of production bikes since we do not run a separate / distinct production class
•
The “Year of Manufacture” is defined as the year in which, for a road based bike, the machine or it’s latest major component
was FIRST generally available for sale & delivery to the general public.
Some significant changes in Pre Modern are:
•
The removal of concessions made to later model GP bikes being accepted.
•
Pre-Modern will be a ‘silhouette’ formula—replacement bodywork must be in keeping with the spirit of the silhouette of the
machine represented.
•
Bikes that are slightly out of period but are or can be made to be visually indistinguishable to the exact period machine are still
eligible (note this rule does not act independently and/or in place of meeting the basic eligibility rules first)
Please check the New Era and pre-Modern sections of the website for full details which can be downloaded. Please read these rule changes carefully and make sure your machine complies. No one wants to exclude a bike at the first meeting next year. If there are any contentious issues with
your bike please address them now and if necessary have evidence of eligibility with you at all meetings you enter. Don’t hesitate to ask the New
Era committee for advice!!
Photo: Dailybike
This space has been left blank intentionally for the
quiet contemplation of where it all went wrong.
Eligible??
5
2009 Barry Sheene Festival of Speed Programme of Events
Saturday
Qualifying
Motolites & Superlites
Pre 1962 500cc/Unlimited/Pre 1950/Class C
Forgotten Era 350/500cc & Unlimited - 1300cc
New Era & Pre Modern F3
Post Classic 350/500/750cc/Unlimited
New Era & Pre Modern F1/F2
Post Classic & Forgotten Era 125 & 250cc/Classic 250/350cc
Sidecars - Post Classic/Forgotten Era & Modern
10
10
15
10
10
10
10
10
Event
Classic 500cc/Unlimited & Pre 1950/Class C
Lunch Break 30/45 Mins
4 Laps
4 Laps
6 Laps
7 Laps
Parade Laps x 4
6 Laps
7 Laps
6 Laps
6 Laps
4 Laps
4 Laps
6 Laps
7 Laps
6 Laps
mins
mins
mins
mins
mins
mins
mins
mins
Sunday
Event
Ken Lucas Trophy (Senior Champions Challenge 90yrs)
New Era & pre Modern F3
Lunch Break 30/45 Mins
Barry Sheene Memorial Race (Top 40 riders Pre 1980)
4 Laps
7 Laps
6 Laps
6 Laps
4 Laps
4 Laps
6 Laps
7 Laps
6 Laps
4 Laps
Parade Laps x 4
8 Laps
7 Laps
6 Laps
6 Laps
4 Laps
6 Laps
4 Laps
The ‘Barry Sheene Memorial ‘ feature race will be from the top 40 riders on pre1980 bikes from qualifying & race 1 on Saturday.
Classic 350 moved to Post Classic 350/500/750/Unlimited if required.
6
Sydney International Motorcycle Show: PCRA makes a stand
Another great showing at Homebush for the club and all credit to the team who made it happen. Special thanks go to those folk who
offered their bikes for display - Murray Clark, Alan Brown, Stephen Kairl and Ken Lindsay.
Pic courtesy of Steve Butler (I think)
How much is this one?? Jules contemplates life without a TZ
Breaking News: Wee Trev signs for
Ducati.
Adam’s year
Hi
I would like to say I had a great first year with PCRA, the racing and
the new people I got to meet over the year was excellent.
I’d like to thank my brother for the bike so I could get into racing
(and my wife ) and to thank all the people for there time and effort in
making these meetings happen.
Here's to a new season next year and a get well to my brother Mick
to get back racing in 2009.
Thank you.
Adam Muldoon 76
Pic courtesy of Gold & Goose (ha—not yet, Trev obviously)
In a move reminiscent of the Stoner era, Wee Trev has
shunned Honda and taken on a 2-year deal with the Ducati
team. Wee Trev’s dad, Sir Trev Reginald Entwhistle RudgeYoshimura Lusby the 3rd, said that while he was sure it was a
good move, he was a little disappointed Wee Trev would not
be riding a Honda: “We’d always had the little tacker down to
ride Honda’s, I mean, it wouldn’t have been long in our minds
before he was ready to make the step up from Motolites to
riding the finest racing machine of all time, the RS125. Instead,
he’s going to be riding a mobile air compressor. We’ll get
over it in time and the RS is always ready and waiting for him.“
The deal is rumoured to include free nappies, crayons (red
only) and little lunch.
Pic supplied by Adam
7
2 0 0 8 C h a m p i o n s h i p Po i n t s
125cc Post Classic
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
22
Glen Livingstone
Honda CB125
0
100
72
72
75
319
2
63
Bob Murphy
Honda CB125
0
88
69
69
66
292
250cc Post Classic
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
41
Peter Wade
Suzuki T250
22
88
42
75
66
293
2
46
Alan Murray
Ducati 250
40
78
67
0
0
185
3
84
Richard Steain
Yamaha TD3
0
0
50
0
75
125
4
73
Marcus De Caux
Aermacchi
0
100
22
0
0
122
5
79
Stephen Kairl
Suzuki T250
62
20
16
0
0
98
6
16
Nathan King
Suzuki 250
59
35
0
0
0
94
7
24
Michael Murray
Ducati 250
16
65
0
0
0
81
8
74
John Simms
Yamaha TD3
50
0
0
0
0
50
9
58
Thomas Attard
Yamaha XS250
0
0
38
0
0
38
350cc Post Classic
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
2
3
4
6
5
32
50
74
42
66
53
John Kelsey
Glen Hindle
John Simms
Gary Shepherd
Russell Fairbairn
Karl Saunders
Honda CYB350
Maxton TR3 350
Yamaha TR2 350
Honda 350
Yamaha TR2 350
Aermacchi 350
62
75
36
52
44
18
88
100
0
0
0
0
50
0
44
0
0
0
66
75
0
0
0
0
66
75
60
0
0
0
332
325
140
52
44
18
7
129
Derek Maynes
Honda 350
15
0
0
0
0
15
500cc Post Classic
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
2
3
82
24
46
Peter Dunster
David Grlec
Allan Murray
Matchless G50
Suzuki T500
Suzuki T500
0
0
22
97
80
91
40
34
40
62
54
0
72
40
0
271
208
153
4
24
Michael Murray
Suzuki TR500
62
54
0
0
0
116
5
6
7
147
78
14
Greg Dalsanto
Mick Muldoon
Robert Seiler
Kawasaki H1R500
Kawasaki H1 500
Honda CB500
0
0
0
0
0
0
22
15
0
72
67
0
0
0
62
94
82
62
8
78
Glen Kelleher
Norton ES500
50
0
0
0
0
50
9
10
55
40
Neil May
Robert Marriner
Molnar Manx
Honda CB500
0
25
0
0
50
0
0
0
0
25
50
50
11
58
Thomas Attard
Honda CB500
0
0
30
0
0
30
12
52
Denis Brown
Suzuki T500
22
0
0
0
0
22
750cc Post Classic
P
1
#
77
Rider
Mick Muldoon
Machine
Yamaha TX750
8
R1
50
R2
0
R3
0
R4
0
R5
0
Tot
50
Unlimited Post Classic
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
38
Steve Wood
Honda 836
60
0
0
75
64
199
2
76
Adam Muldoon
Honda CB750
48
0
25
42
42
157
3
62
Robert Johnson
Moto Guzzi 1000
54
50
0
0
0
104
4
23
Laurie Fyffe
Honda 1000
75
0
0
0
0
75
5
63
Robert Youn g
Ducati Imola
0
0
0
0
75
75
6
8
Nick Sears
Norton Seeley
0
0
47
22
0
69
7
3
Chris Pickett
Ducati 1000
45
0
0
0
0
45
125cc Forgotten Era
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
6
Steve King
Bombardier MX125
42
82
69
60
72
325
2
90
Lyall Komura-Cairns
Suzuki GS125
38
60
62
45
58
263
3
81
Lindsay McKay
Honda H100
44
75
50
0
25
194
4
7
Stephen Jennings
Suzuki GS125
54
80
45
0
0
179
5
61
Scott Frazer
Suzuki GS125
47
58
18
13
29
164
6
76
Anthony Bilston
Suzuki GS125
0
0
52
50
60
162
7
9
Trevor Lusby
Honda RS125
75
0
0
75
0
150
8
87
Stephen Miller
Suzuki GS125
18
85
36
0
0
139
9
86
David Miller
Honda SL125
15
51
40
0
0
106
10
78
Stephen Priem
Yamaha RX100
0
0
44
44
0
88
11
131
Bill Newton
Kawasaki KH100
0
66
0
0
0
66
12
51
Andrew Palmer
Mugen Honda RS125
0
0
0
66
0
66
13
65
Tim Smith
Honda CL125
0
0
0
0
56
56
14
15
172
19
David East
Jeffrey White
Suzuki Jens Olsen
Honda CB125
0
0
0
0
0
0
36
0
0
31
36
31
16
86
Chris Brooks
Yamaha DT100
0
26
0
0
0
26
17
71
Noel Carr
Honda MTR125
0
0
12
0
0
12
250cc Forgotten Era
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
77
Derek Brown
Yamaha RD250LC
0
75
75
66
66
282
2
17
Lech Budniak
Yamaha RD250LC
58
76
56
20
66
276
3
95
John Hewitt
Yamaha TZ250
47
73
26
58
0
204
4
97
Stephen Ward
Rotax 250
25
22
62
75
0
184
5
21
Howard Wood
Yamaha RD250LC
34
64
41
0
0
139
6
19
Jeffrey White
Yamaha RD250B
34
59
38
0
0
131
7
54
Lloyd Jones
Yamaha RD250LC
0
18
47
0
45
110
8
83
Svem Ammann
Yamaha RD250LC
0
0
46
0
58
104
9
11
John Bartle
Yamaha RD250LC
0
28
10
52
0
90
10
59
Gary Briggs
Suzuki GSX250
0
89
0
0
0
89
11
35
Mark Boddy
Yamaha RD250LC
64
0
0
0
0
64
12
51
Bill Micallef
Yamaha TZ250
0
0
62
0
0
62
13
88
Tony Filmer
Yamaha RD250LC
0
26
11
0
18
55
14
66
Russell Fairbairn
Cotton 250
25
0
0
0
0
25
9
350cc Forgotten Era
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
92
David Hall
Yamaha TZ350
70
75
50
75
75
345
2
21
Howard Wood
Yamaha RD350LC
53
72
0
56
66
247
3
77
Derek Brown
Waybry TZ350
47
91
22
44
0
204
4
98
Roger Ward
Yamaha RD350LC
0
0
42
50
0
92
5
97
Stephen Ward
Yamaha TZ350
22
60
0
0
0
82
6
86
David Miller
Yamaha RD350LC
30
0
38
0
0
68
7
27
Lech Budniak
Yamaha TZ350
0
0
0
62
0
62
8
47
Martin Norman
Yamaha RD350LC
0
52
0
0
0
52
9
47
Russell Beckett
Yamaha RD350LC
40
0
0
0
0
40
10
46
Allan Murray
Yamaha TZ350
36
0
0
0
0
36
500cc Forgotten Era
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
90
Lyall Komura-Cairns
Honda CX500
60
86
18
0
66
230
2
87
Stephen Miller
Kawasaki Z500
66
100
50
0
0
216
3
73
Marcus De Caux
Bimota YB3
0
22
22
75
25
144
4
11
Rick Kwok
Yamaha SR500
0
0
20
44
50
114
5
35
Mark Boddy
Yamaha RD370LC
75
0
0
0
0
75
6
5
Gregory Phillip
Yamaha SR500
0
0
0
62
0
62
7
60
Fred Corscadden
Yamaha RD400
0
58
0
0
0
58
R3
R4
R5
Tot
Unlimited Forgotten Era
P
#
Rider
Machine
R1
R2
1
26
Keith Higgs
Kawasaki 1200
67
100
25
75
75
342
2
17
Evan Pitkin
Kawasaki 1200
51
88
0
66
66
271
3
72
Ivan Hoey
Yamaha XS650
44
80
47
40
56
267
4
29
Dave Mason
Ducati Pantah
0
0
20
54
0
74
5
6
7
37
65
40
Murray Mackne
Warwick Simmons
Robert Marriner
Honda CB1120
Kawasaki Z1R
Honda CB1100R
62
0
50
0
0
0
0
0
0
0
0
0
0
58
0
62
58
50
8
129
Derek Maynes
Ducati 900SS
43
0
0
0
0
43
9
12
Richard Easton
Suzuki GSX1100
40
0
0
0
0
40
10
33
Wayne Gow
TZ750
32
0
0
0
0
32
11
41
Chris Munn
Kawasaki Z1000
13
0
0
0
0
13
PRO Superlites
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
2
Ken Lindsay
Honda RCB150
62
86
44
60
66
318
2
15
Jeff Clissold
Honda CB125N
52
74
40
66
75
307
3
4
Martin Kraaymaat
Honda CB125T
29
61
34
54
54
232
4
22
Glen Livingstone
Honda SLR155RR (!)
0
48
25
75
0
148
5
53
Phillip Favero
Honda CB125
64
80
0
0
0
144
6
81
Lindsay McKay
Honda H100
43
100
0
0
0
143
7
27
Fred Holland
Honda CB125
0
43
0
0
60
103
8
18
John Skeers
Honda 150
50
0
0
0
0
50
9
29
Dave Mason
Honda CB125
0
0
43
0
0
43
10
Amateur Superlites
P
1
#
90
Rider
Lyall Komura-Cairns
Machine
Suzuki GS125
R1
47
R2
63
R3
44
R4
64
R5
65
Tot
283
2
12
Nick Bakker
Honda CB150T
0
100
50
75
25
250
3
65
Tim Smith
Honda CL100
12
61
30
54
44
201
4
27
Kirk Osgood
Suzuki DR125
13
55
29
48
35
180
5
7
Stephen Jennings
Suzuki GS125
39
80
31
0
0
150
6
76
Anthony Bilston
Suzuki GS125
0
0
13
62
65
140
7
87
Stephen Miller
Suzuki GS125
10
86
40
0
0
136
8
19
Jeffrey White
Honda CB125
13
70
36
0
16
135
9
20
Scott Fraser
Suzuki GS125
35
44
0
15
32
126
10
86
David Miller
Honda SL125
18
48
25
0
0
91
11
36
Alan Smith
Honda/Suzuki
0
0
12
0
28
40
12
77
Ron Wenban
Yamaha AG100
0
0
0
0
28
28
13
98
Chris Brooks
Yamaha DT100
0
24
0
0
0
24
Motolites
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
59
Garry Briggs
Honda 150
25
100
44
75
75
319
2
95
Greg Byrnes
Honda 85
72
88
50
66
42
318
3
47
Allan Bollins
Honda 85
43
76
38
54
58
269
4
64
John Lalor
Honda 80
60
56
0
58
66
240
6
93
Paul Borg
Honda 80
54
49
16
50
50
219
5
9
Trevor lusby
Honda 180
58
58
38
45
0
199
7
68
Shane Wilcox
Honda 80
38
53
31
14
54
190
8
14
Ken Lawrence
Honda 85
18
49
28
26
45
166
9
42
Andrew de Jersey
Honda 180
40
44
25
40
0
149
10
41
Peter Wade
Moriwaki 80
36
19
15
23
36
129
11
94
John Olip
Moriwaki 80
33
33
19
0
26
111
12
72
Michael Combley
Yamaha 85
0
45
26
35
0
106
13
66
Garth Hanna
Honda 80
49
56
0
0
0
105
14
74
Tim Gilpin
Moriwaki 80
26
21
24
30
0
101
15
63
Bob Murphy
Honda SLY
0
23
9
26
33
91
16
88
Lawrence Crew
Moriwaki 80
18
22
22
0
0
62
17
163
Robert Young
Moriwaki 80
0
50
0
0
0
50
18
8
Arthur Alexiou
Moriwaki RS85
0
11
0
26
9
46
19
91
Alex Reithmeyer
Honda RS85
0
0
0
21
25
46
20
22
Glen Livingstone
Honda CRS
0
0
0
0
28
28
21
92
Ross Coulson
JIA 183
20
0
0
0
0
20
22
62
Robert Dudley
Suzuki GS125
0
0
0
0
20
20
23
70
Andrew Jones
Yamaha YZ85
0
0
0
0
20
20
24
99
Jeff H Brown
Honda 85
17
0
0
0
0
17
25
23
Scott Cogan
Honda CBR
0
0
0
0
17
17
26
34
Neil Carlyle
Moriwaki 80
16
0
0
0
0
16
27
79
Stephen Kairl
Moriwaki 80
0
0
15
0
0
15
28
84
Thomas Bryden
Moriwaki MH80
0
13
0
0
0
13
29
78
Stephen Priem
Suzuki GP100
0
0
11
0
0
11
30
28
Jason Leake
Chongqing
0
0
6
0
0
6
11
New Era 1 F1
P
#
Rider
Machine
R1
R2
R3
R4
R5
Total
1
38
Jason Light
Honda VFR750F
75
88
44
66
64
337
2
34
Michael Onrust
Yamaha FZR1000
0
100
50
75
75
300
3
57
Stuart Ellis
Suzuki GSXR750
60
80
40
56
52
288
4
5
71
62
Brad Lopaten
Robert Johnson
Suzuki GSXR750
Suzuki GSXR750
52
38
63
68
36
0
48
0
29
0
228
106
6
7
Adam Edwards
Yamaha FZR1000
0
45
32
0
0
77
7
97
Guy Harper
Yamaha RZ500
0
55
15
0
0
70
8
26
Rob Francis
Honda VFR750
15
13
0
0
39
67
9
77
Simon Hills
Suzuki GSXR750
0
0
15
0
50
65
10
40
Mark Brown
Suzuki GSXR1100
0
0
0
58
0
58
11
12
Richard Easton
Suzuki GSX1100
0
0
0
0
57
57
12
40
Brian Mayo
Suzuki GSXR750
44
0
0
0
0
44
13
6
Rolf Roetzler
Suzuki GSXR750
0
0
0
0
42
42
14
49
Bob Marriner
Honda CB1100
0
0
0
0
20
20
15
86
Bob Small
Suzuki GSXR750
0
18
0
0
0
18
16
15
Robert Seiler
Suzuki GSXR1100
15
0
0
0
0
15
New Era 1 F2
P
1
2
3
4
5
#
163
53
76
96
59
Rider
Robert Young
Brian Coles
Anthony Bilston
Craig Ralls
Garry Briggs
Machine
Ducati Pantah 600
Yamaha TZ 250
Suzuki GS500
Honda RS250
Honda XRS612
R1
70
62
50
69
0
R2
92
91
76
25
0
R3
44
0
38
0
50
R4
64
62
48
0
75
R5
64
72
48
65
0
Total
334
287
260
159
125
6
7
8
75
17
70
Craig Wellings
Peter Hope
Graham Lawson
Kawasaki GPX600
Yamaha RZ350
Honda RS250
0
0
36
0
0
18
34
20
0
15
54
0
54
0
0
103
74
54
R1
R2
R3
R4
R5
Tot
New Era 2 F1
P
#
Rider
Machine
1
36
Murray Clark
Kawasaki ZX7
75
100
50
25
75
325
2
80
Dave Bennett
Yamaha YZF750
50
76
36
58
50
270
3
72
Ivan Hoey
Yamaha YZF750
0
73
36
66
54
229
4
29
Kirk Osgood
Suzuki GSXR750
40
59
22
47
35
203
5
84
Chadd Slade
Honda CBR900
52
88
42
0
0
182
6
69
Matt Lane
Kawasaki ZXR750
0
0
38
70
62
170
7
207
Steve Butler
Yamaha FZR1000
0
0
26
0
48
74
8
13
Scott Pusey
Kawasaki ZXR750
0
0
20
52
0
72
9
96
Craig Ralls
Honda VFR750F
28
34
0
0
10
72
10
78
Simon Hills
Suzuki GSXR750
0
47
24
0
0
71
11
37
Stuart Lomax
Yamaha YZF750
0
0
30
0
41
71
12
41
Zoltan Petri
Yamaha YZF750
0
0
28
0
40
68
13
3
Zach Thackery
Honda CBR900
64
0
0
0
0
64
14
74
Johnathan Agius
Suzuki GSXR750
62
0
0
0
0
62
15
14
Robert Seiler
Kawasaki ZXR750
45
0
0
0
0
45
16
7
Aaron Morris
Suzuki GSXR750
0
0
0
0
44
44
17
31
Chris Pickett
Honda CBR900
0
0
0
0
38
38
12
New Era 2 F2
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
92
David Hall
Yamaha TZ250
53
88
50
64
66
321
2
90
Paul Selwood
Kawasaki ZZR600
37
63
31
62
49
242
3
8
Peter Waldron
Kawasaki ZX6
36
63
30
47
60
236
4
95
John Hewitt
Yamaha TZ250
43
49
11
44
41
188
5
11
Rick Kwok
Yamaha TZ250B
46
55
38
25
14
178
6
7
Aaron Morris
Yamaha TZ250
0
100
0
59
0
159
7
60
Ian Wotton
Honda CBR600F2
0
78
0
0
75
153
8
97
Stephen Ward
Yamaha TZ250
46
56
40
0
0
142
9
15
Russell Downie
Yamaha YZF600
48
55
0
0
24
127
10
51
Bill Micallef
Yamaha TZ250
0
0
42
0
51
93
11
46
Adam Rehardt
Honda CBR600
0
36
21
0
35
92
12
5
Mark Oddy
Yamaha TZ250
0
0
24
61
0
85
13
54
Lloyd Jones
Honda CBR600
0
0
27
0
47
74
14
15
72
12
Jamie Osgood
Richard Easton
Honda CBR600
Yamaha TZ250
0
72
32
0
0
0
41
0
0
0
73
72
16
24
Tim Wilkins
Kawasaki ZXR600
69
0
0
0
0
69
17
27
Lech Budniak
Yamaha TZ250
17
46
0
0
0
63
18
33
Wayne Gow
Yamaha TZ250
32
0
28
0
0
60
19
18
John Skeers
Honda RS250
24
30
0
0
0
54
20
62
Aaron Fitchett
Honda CBR600
45
0
0
0
0
45
21
70
Graham Lawson
Yamaha TZ250
8
20
0
0
0
28
22
30
Andrew Jones
Honda RS250
21
0
0
0
0
21
23
98
Roger Green
Honda RS250
20
0
0
0
0
20
24
50
Glenn Hindle
Honda RS250
0
0
0
0
13
13
New Era 1 F3
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
68
Shane Wilcox
Honda RS125
28
66
30
45
46
215
2
6
Neil Carlyle
Honda RS125
44
48
33
36
50
211
3
72
Michael Combley
Honda RS125
30
62
42
54
16
204
4
2
Ken Lindsay
Honda RS125
0
83
29
41
39
192
5
55
Ryan Holmes
Honda RS125
0
0
47
60
69
176
6
18
Michael Carruthers
Honda RS125
0
0
45
66
62
173
7
79
Stephen Kairl
Honda RS125
32
61
16
0
43
152
8
12
Nick Bakker
Yamaha FZR400
0
38
30
48
28
144
9
74
Tim Gilpin
Honda RS125
34
40
26
39
0
139
10
42
Andrew de Jersey
Honda 180
43
25
22
34
0
124
11
66
Iain Steel
Honda NSR250
23
70
20
0
0
113
12
61
Scott Fraser
Honda VFR400
25
40
21
10
17
113
13
92
David Hall
Honda NSR250
36
0
0
75
0
111
14
64
John Lalor
Honda RS80
0
75
0
0
15
90
15
18
John Skeers
Honda RS150
33
52
0
0
0
85
16
56
Ian Turner
Yamaha FZR400
0
0
0
0
70
70
17
27
Kirk Osgood
Suzuki DR149
22
27
10
0
6
65
18
30
Jamie Carlyle
Honda RS125
60
0
0
0
0
60
19
35
Mark Boddy
Yamaha TDR250
59
0
0
0
0
59
20
9
Trevor Lusby
Honda RS125
50
0
0
0
0
50
21
131
Bill Newton
Kawasaki KR1 250
0
50
0
0
0
50
22
23
Laurie Fyffe
Suzuki RGV250
44
0
0
0
0
44
23
58
Ian Page
Honda CBR250
0
0
0
0
35
35
24
88
Rob Holmes
Honda RS125
0
0
0
0
33
33
25
8
Martin Kopp
Yamaha RZ250
13
0
14
0
0
27
NE 1 F3 results Cont. over.......
13
NE1 F3 Cont.
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
26
58
John Gesler
Honda RS125
17
0
0
0
0
17
27
50
Alan Hay
Yamaha TZR250
0
15
0
0
0
15
28
172
David East
Suzuki GS125
13
0
0
0
0
13
29
82
Peter Dunster
Honda VFR400
0
0
11
0
0
11
30
24
David Grlec
Yamaha FZR250
0
0
0
0
10
10
31
84
Rob Holmes
Honda RS125
0
0
8
0
0
8
32
25
Fred Holland
Honda RS125
0
0
0
0
7
7
33
22
Glen Livingstone
Honda SLR155RR
0
0
6
0
0
6
New Era 2 F3
P
#
Rider
Machine
R1
R2
R3
R4
R5
Tot
1
48
Jim Burke
Suzuki RGV250
48
62
29
58
54
251
2
00
Harley Borkowski
Honda VFR400
0
100
42
0
75
217
3
47
Russell Beckett
Honda VFR400
62
72
31
0
0
165
4
11
Michael McLean
Honda CBR400
67
0
36
0
60
163
5
166
Chris Dunster
Honda VFR400
0
60
16
75
0
151
6
6
Bryce Davey
Honda VFR400
0
41
19
44
47
151
7
98
Roger Green
Honda NSR250
0
39
25
58
0
122
8
52
Garry See
Yamaha TZR250
0
48
22
47
0
117
9
99
Jeff H Brown
Honda RS125
45
58
0
0
0
103
10
72
Michael Lowit
Yamaha FZR400
0
84
0
0
0
84
11
14
Ken Lawrence
Honda RS85
0
11
8
14
46
79
12
49
Craig Goldsmith
Kawasaki ZXR400
72
0
0
0
0
72
13
30
Garth Olsen
Honda VFR400
0
0
0
0
66
66
14
15
9
55
Trevor Lusby
Ryan Holmes
Honda RS125
Honda RS125
0
0
64
0
0
0
0
62
0
0
64
62
16
42
Garry Shepherd
Honda VFR400
54
0
0
0
0
54
17
71
Michael Lowit
Yamaha FZR400
0
0
50
0
0
50
18
4
Dan Harrison
Honda RS125
0
0
42
0
0
42
19
34
Neil Carlyle
Honda RS125
0
9
22
0
0
31
20
7
Robert Hush
Honda RVF400
0
0
27
0
0
27
21
84
Thomas Bryden
Moriwaki 80
0
27
0
0
0
27
22
50
Alan Hay
Honda NSR250
0
21
0
0
0
21
23
5
Greg Byrnes
Honda RS85
0
0
0
18
0
18
24
6
Martin Kopp
Cagiva 125
14
0
0
0
0
14
25
82
Peter Dunster
Honda VFR400
0
13
0
0
0
13
26
2
Ken Lindsay
Honda RS200
0
0
0
13
0
13
All 2008 Champion photos courtesy of Rick K except Lyall 500 FE by
Graham Whitehead and Mick Muldoon pic supplied by Scott Waters
14
2008 Champions
125 Post Classic - Glen Livingstone
250 Post Classic - Peter Wade
350 Post Classic - John Kelsey
500 Post Classic - Peter Dunster
Unlimited Post Classic - Steve Wood
750 Post Classic - Mick Muldoon
125 Forgotten Era - Steve King
250 Forgotten Era - Derek Brown
350 Forgotten Era - David Hall
500 Forgotten Era - Lyall Komura-Cairns
15
The year in pictures
Pics kindly provided by Rick K, Wayne Carter, Graham Whitehead, Bertie (BigKid73) and Garry (Gco37)
16
17
2008 Champions
Unlimited Forgotten Era - Keith Higgs
Amateur Superlites - Lyall Komura-Cairns
Motolites - Garry Briggs
PRO Superlites - Ken Lindsay
New Era 1 F1 - Jason Light
New Era 2 F1 - Murray Clarke
New Era 1 F2 - Robert Young
New Era 2 F2 - David Hall
New Era 1 F3 - Shane Wilcox
New Era 2 F3 - Jim Burke
18
Post Classic Sidecars
(The ed apologises to the sidecar Champions for not being able to fit you into the colour pages)
P
#
Rider / Passenger
Machine
R1
R2
R3
R4
Tot
1
6
N King / A Constable
500 Honda
75
100
75
0
250
Forgotten Era Sidecars
P
#
Rider / Passenger
Machine
R1
R2
R3
R4
Tot
1
32
P. Selke / C. Williams
1000 Suzuki
69
75
69
75
288
2
55
D Johnson / Z Cutler
1100 Kawasaki
54
91
62
22
273
3
12
D Chivas / A Bell
750 Peterbuilt
72
0
50
0
122
4
130
R Hirst / N McKirdy
Kawasaki 1200
32
82
0
0
114
5
56
C Pym / R Lloyd
1000 Kawasaki
60
0
0
0
60
Modern F1 Sidecars
P
#
Rider / Passenger
Machine
R1
R2
R3
R4
Tot
1
5
M Alton / M Patterson
Yamaha LCR998
72
100
72
72
316
2
72
J James / B James
Suzuki 1000
69
0
67
69
205
3
27
H Ford / S Bonney
Suzuki GSX 1000
34
88
42
36
200
4
38
G Hartley / S Reynolds
Suzuki GSXR 1100
37
60
0
0
97
5
79
P Jacobs S Sinclair
Kawasaki 1100
60
0
0
0
60
6
30
S Bayliss / A Wilson
Honda 1050
18
0
0
40
58
7
95
D Buxton / S Shiels
Suzuki 1000
47
0
0
0
47
8
20
S Davis / T White
Pacific 1000
47
0
0
0
47
9
7
B Hewton / D Boughen
Nth Star
42
0
0
0
42
10
22
D Boughen / T Windle
Windle 1000
38
0
0
0
38
11
59
W Baldry / G Sherdon
Kawasaki 900
33
0
0
0
33
Modern F2 Sidecars
P
#
Rider / Passenger
Machine
R1
R2
R3
R4
Tot
1
48
G West / L Wilson
Suzuki DMR600
72
0
72
75
219
2
76
C Bland / C Smyth
Windle Kawa 600
36
100
60
20
216
3
16
D Rayner / P Cumming
Honda 600
44
0
69
0
182
4
97
M Wadsworth / C White
Windle Kawa 600
18
44
34
0
96
5
17
R West / L Williams
DMR 600
0
0
36
44
80
6
31
E Poucher / B Breen
Ford/Dunn 600
65
0
0
0
65
7
56
C Wotton / R Nolan
Honda 600
0
0
0
0
60
Sidecars Post Classic - N King / A Constable
Sidecars Forgotten Era - P Selke / C Williams
Sidecars Modern F1 - M Alton / M Patterson
Sidecars Modern F2 - G West / L Wilson
19
The bike, a banana and the porn star
TLC can mean so many things—story and pic supplied by the man known only as Daniel (his screen name, presumably)
Just thought I’d jot down some notes/relate my story as to my recent GSX1100 top end rebuild. I bought the bike in late September 07. My
main reason for it was that I had just bought a race bike of the same make and vintage. I’ve never been much of a Suzuki fan, but the race bike
was too good to pass on, and then the obvious choice for a road bike was the red beastie as it provided instant spare parts, and enabled me
to get used to/keep familiar with the feel of the race bike whilst riding on the road. The only issue was that the red beastie had 2 obvious oil
leaks (head gasket and oil pan gasket) which would require urgent fixing before it could pass its annual roadworthy inspection.
As per usual I scoured fleabay looking for cheap gaskets (these are pricey here, especially OEM stuff so the U.S. stuff is welcome). I did find
some gaskets, but whilst floundering around the site one day found a Wiseco 1140 kit for a very reasonable sum. I couldn’t say no (although
the wife could’ve, so I didn’t tell her till after the transaction was complete). Better still, not only did I get the kit, but I made a valuable contact in the spare parts world for this bike.
Then the process began. I have never done this kind of rebuild before, but one thing a little age has taught me is to take things easy. That in
itself is not easy for me as I am about as patient as a mouse with a bit of cheese. I need things done, and done now. Worse still I am about as
delicate as Tim the Tool man, but not as skilful. I had my Haines manual and began to pull the engine apart. I have no doubt the Haines manuals are useful, indeed they guided me through this, but I often have to read the thing 10 times to understand what’s meant to happen (making
me feel stupid and frustrating the impatient man). As I pulled each part off I took to cleaning it. I started calling the bike Linda Lovelace it was
so dirty, but like Linda it eventually got cleaned up. This bike had lived way out west in New South Wales in amongst the red dirt of the area,
and the stuff was everywhere. After many hours spent cleaning it still only looks like a well used bike. Without a major rebuild it will never
look like new again.
I sent the Wiseco kit and block off so the block could get bored out to fit the new pistons. 3 Days later I was able to collect it. I continued to
clean the engine, and then remove the pistons. Generally speaking the removal was quite painless, except the many times I squashed fingers
with spanners or poked hands with screwdrivers etc. The only real issue arose getting the block off. It was 27 years reluctant. WD40, soft
mallets and brute strength were all employed to get it away from the crank casing and the pistons.
The fun really started when it was time to put it all back together. Here are some of the things I learnt:
Piston ring clamps would make the job easier but are too expensive.
Lowering the block over the new pistons is time consuming and needs two people.
The wife has better fine motor skills than I.
Setting the timing is time consuming and not as easy as it reads.
Getting the timing right the first time would probably save about a week of work.
When setting the cam timing, it is not important for the cam chain to neatly match up to the links, the amount of pins is what’s important.
If something goes wrong it is likely to be my fault, not the parts, the tools, the bike etc
Carburettors are finicky things often needing fuel for them to work.
The Dynojet kit instructions are reliable when the previous point is taken into consideration.
Friends who have any idea (as opposed my no idea) are invaluable. (I suppose I have to be thankful I do in fact have friends, although they are
probably not so thankful to have me as one).
To elaborate:
When I first lowered the block onto the new pistons I was bemused to think it was going to fit over the rings. I had no idea what to do. I read
many times the Haines manual but it kept referring to ring clamps (what the??) I rang around to get some clamps only to find they’re a special
order item that costs $40 min each. I rang my friend (probably call number 2010) who said he and his wife did his engine utilising screwdrivers
with tape on the end. Both of you squash the ring and somehow lower the block. This is where I discovered my wife has far greater fine
motor skills. What’s more, we only disagreed on the best process to use about 20 times, so domestics were at a minimum. The process
probably took 2 hrs, but now I’ve done it once, I reckon I could do it in 2 hrs next time.
Apparently the crankshaft has 2 timing marks. One for the 1-4 pistons, another for the other 2. Hello, this is not mentioned in the Haines
manual. So when you set the camshaft timing/crankshaft timing to the 2-3 marker the engine just wont work, no matter how much you try to
start it, blame the carbs, think you’ve blown it up or not put the block on etc. After 3 to 4 days you make call number 2037 and your friend
tells you about the other timing marker. Then you realise you’ve got to disassemble half the bike again. Its funny how quickly the bike starts
when the timing is right. (The bad thing now is that when you encounter problems starting the bike it’s going to be the timing and nothing
else – even if it’s not the timing)
20
Cont. From p.20
Also on the timing, the Haines manual provides a picture of what the cams and chain should look like when put together. You don’t have to
replicate this picture. If you do the bike will start then stop, then confuse you, then have you calling your friend for calls numbered 2067 to
2101. The timing has to be precise, but what is important when looking at the Haines manual is the position of the timing markers, and the
number of pins on the chain between the markers, not the neatness of the set up. 10 degrees out is not good enough. When you figure all
this out the bike will run unless of course you have modified the fuel set up.
My bike started to run, in fact good enough to take it to a workshop, and pass its inspection. BUT after 2 good days of running, it would start
to misbehave and eventually bog down. Being very knowledgeable, sorry I should say having a little bit of knowledge making me dangerous,
and not believing the instructions on the DJ kit, I started mucking around with the jetting on the carbs. I had modified them to reflect what DJ
instructed, but after a week or so of mucking around and call number 3054 I couldn’t get the bike to run properly. I got real desperate. I even
contemplated just putting the bike on ebay. It was now 8 weeks since I had started work on the bike and my wife was now just a stranger I
passed in the halls of the house and saw just before lodging myself into our (still shared luckily) bed.
In desperation I started sending random emails to people who had websites dedicated to these bikes. The most meaningful replies came from
Mike with the Flying Banana. His Katana is a shining example to all home mechanics and his advice sage. Even with his advice I still was not
convinced of any fuel problem as I had the timing thing firmly in my thinking. I bought more tools (I have spent 3x more on tools in this rebuild than on parts)
After much arguing (with myself) I came to the conclusion the timing was no longer an issue. If the marker is hitting the marker when the
strobe lights up the timing is good. When the multimeter says the required ohm, volts or whatever are going through the electrical items,
then they are. (Side note – my mate is actually a auto electrician but I called him less during this saga than at other stages – so I was only up to
call 4017).
One piece of advice Mr Flying Banana (I’m surprised he replied to me because that’s actually how I addressed him in my first email - I was
under much duress) provided was the critical piece of advice that I had not considered. Ensure the fuel line is free flowing, that is, remove
filters, and have the fuel line the right length so that there are no kinks, sharp bends or ups and downs. I had seen on The GS Resources a
fancy fuel line set up and tried to emulate it. All that I had managed to do was starve the bike of fuel. The bike would start, run OK for a
while, and when you gave it a bit of stick, it would starve and stop. I would tow the bike home, then it would start again. It couldn’t possibly
be anything I did! I removed my fancy set up, replaced with a nice simple piece of fuel hose straight to the carbies and guess what!
I have a 27 year old Suzuki GSX1100E that looks a bit rough, but now goes like a cut snake. I have owned 17 bikes in 17 years, and this is my
2nd favourite (a zx12r will always have that No. 1 spot). I am amazed the difference the piston kit has made to the power output and the DJ
kit has also worked, with only the need to raise the needle 1 clip. The bike looks cumbersome but with good springs and koni shocks it handles well.
Adversity often brings people closer, well adversity has enamoured me to the Red Beastie.
21
Simidau and the SRX
The trials, tribulations and jubilation
of starting racing
Words and pic supplied by Simidau,
Once upon a time there was a pair of Yamaha SRX's, they had a hard life and went for sale on
ebay, luckily for them they were purchased by me, they cost me under $1k for the pair. The
decision was made that I would race in the Clubsport Lites class of racing, versus CBR250's,
ZX2R's and FZR250's. So my foes had a horsepower advantage, suspension advantage, better
brakes, and water cooling, however I did get about a 10kg weight advantage, and the tracks we
race on are mostly short so top speed would not be too huge a factor in me getting left behind.
After getting them running, I decided to make the prettier one (it also had better suspension) my primary race bike. Removed all road gear, gave
her fresh oil and filter, fitted a new oversize front tyre, fresh brake pads and shoes, and sorted the valve shims. SRX number one tried it's hardest
at a track day out at Warwick, some fool had put the timing chain tensioner in wrongly and the timing chain was way over tightened, only a few
laps were completed. Rider and bike were scared by a red light on the dash that came on a couple of times on her first session. So I went back to
thrashing my road bike GS500 and let the SRX take the day off rather than kill her.
The over tightened timing chain was sorted and next it was off for a thrashing
at the Ipswich Kart track. It proved to be a lot of fun! much fun was had, the
tyres were starting to get good grip and the noobie on the seat was starting
to come to grips with handing such a lean mean piece of machine! Also it was
learned that the red light was not a warning about overheating but a warning
that you have exceeded 80km/h, stupid red light. It was disconnected! Temperature gauge has been added to the wish list. Modifications start. Crash
bars are added to comply with MOMS and to protect the heart of the machine from the evil bitumen! Bolts were drilled and lock-wired, the mighty
mayo bottle and new hoses were added for fuel overflow. And we put the
bikini back on.
Next stop, Warwick again, for it's first proper race! Round 2 of the Southern
Downs Challenge. The scrutineers said we were good to go! The SRX performed like a gem. Lap times came down, bikes were overtaken. A lot of fun
was had by all! Didn't even come in last position, which was very nice. The
magical combination of a 1.25L Coke bottle and duct tape were used fill the headlight hole in the fairing. Lap times came down some 4 seconds
over the weekend. All the way down to 1:20, now I have a goal for next, get a sub 1:20 lap time.
This club racing is awesome and addictive, so many people that will help you out if you break something. Lining up and waiting for the red light to
go out, what a rush! Although the seconds disappear so quick. Another track evening at Ipswich was attended and it was a great learning experience. Reverse track direction and someone to encourage me to put on some more speed. Thanks Ray. More knee down and getting used to the
pegs scraping the ground too. Time to add rear sets to the modification list, upgrades continue! Exhaust modification. Removed the collector, and
replaced with straight pipe, removed baffle and shortened. Air box modified to allow more air in! Mmmm air!
Round 3 of the Southern Downs Challenge. Wow! Awesome! Never had so much fun! The scrutineers were amazed that once again I was going
out there on the beast. I not only got into the 1:19's.. I got into the 1:18's, low 1:18's. I was helped out by Ray with an upgrade, a braided brake
line. The weekend was a lot of fun, I got to know many more people. Had some issues with the baffle of my new exhaust coming out. Thanks to
the flaggies for finding my baffle, and people for lending me the tools to get it back together again so I could go back on track without being louder
than the Post Classic 500 guys. I change the rear wheel to see if the tyre from SRX number 2 is any good, and also changed the rear sprocket up a
couple of teeth and put on a new chain. Off we go to a track day out a Warwick again. No lap timers at this event which was a bummer but then
it didn't matter as I could not put much speed on with the crappy rear tyre. It didn't get the grip I was used to. Man I love the track! Got talking
to Ken and he was kind enough to let me take his Yamaha RD350LC for a spin around the track - those things go a bit of alright, what a giggle to
ride, much more challenging. Also the rear sets are up where the passenger pegs are on the SRX so I found it challenging to get comfortable, but
it held onto the road like a champ with those Dunlop tyres. I think it's time to make the bike prettier! I remove the front guard as it touches the
wheel and it's not really needed anyways. Dad helps me out and removed the Coke bottle and duct tape fairing, and replaces it with fibreglass,
that’s right kids fibreglass, now it's just like a real race bike. We decided that we need to go to a red and yellow colour scheme. The pretty plastic
and fibreglass nose becomes yellow! We even put the little screen back on to pretty her up.
Back to the Kart track we go. Should have gone back to the good rear tyre, but decided I would try and scrub it in and get past the old rubber.
Well it is old rubber the whole way through. I had a oops while getting onto the brakes and crossed it up going into a right hander. It spat me off,
I came off running and it flicked over and landed hard on the left hand side.. No damage to the fairing (Phew!), gear lever is bent, nothing that can't
be straightened, but left handle bar is very bent and clutch lever is broken. Never fear I brought the spare one from the SRX number 2 with me.
So on I go again. Rear tyre is a little squirmy but maybe it will come good I am thinking. The new exhaust system put a lot of pressure on the little
baffle, busted out with 3.5 rivets in it that time at Warwick, and it's just torn out 5! We kick the baffle the rest of the way out since it's no longer
held in properly. Damn it sounds good! I was wrong about the tyre coming good. A different right hander, no breaks this time. I was going for a
lap record! Out she goes, I back off. In she comes HARD! Up I go... This is going to hurt. Pretend I'm a rag doll and hopefully I won't break any
bones. THUMP! there was the ground. Sliding is fun! Woo no broken bones! Not even any chunks out of helmet. I officially love my leathers and
back protector. Best investment ever. So what did I break this time? Left handle bar, clutch lever, gear lever bolt sheared off, and a mark in the
pretty yellow this time. Also noticed the crash bars work, engine untouched and a couple of marks on the bars. So that ended my night. Time to
get to work on new bits before I get to play again. new handle bars are the main issue. Ended up cutting the bar off the part that attaches to the
forks and triple tree and welding on a clamp so the bars are just pieces of pipe that are cheap and quick to replace. Standard lever replaced with
short lever. Stole gear lever bolt from SRX number 2 and straightened the lever. Exhaust modified, welded up new baffle and can extension thanks again dad, master piece! Also painted the rims red, that should help with speed. Changed the rear wheel back to the good tyre.
So the moral of the story is that anyone that wants to race can do it, and can do it on a budget. Talk to the other racers - most are willing to help
you in any way they can, be it giving spare parts or loaning tool, some even crazy enough to loan you a bike to try! (Thanks Ken and Ray you
really showed me community I was not expecting to find) - simply because it's more fun with more people.
22
Over and Under at Round 5 - Oran Park GP circuit, Sept 28,
2008.
By Anthony Bilston, pics courtesy of Rick K
Over geared on one bike and under geared on the other was the situation facing me after the first practice session for the final round of the
PCRA Club Championships.
My NE1 F2 bike, an almost stock GS500, was still running the standard gearing that the bike was sold with. I couldn’t even get it into top gear
on the long front straight. The GS 125 I race in the P4 & P5 0-250, and Superlite classes on the other hand, was into top not far after the
start finish line. That left a long way to hold the little motor redlining in top gear! I had at least ordered a smaller toothed rear sprocket for
the 125 several weeks earlier but it had failed to materialise in time. I simply ran the best gearing I had left. With the 500, it was a case of
suck it and see as I’d never run it on the GP circuit before.
With it’s little total loss battery fully charged – and then some, I fronted the grid for the first P4/5 0-250 race in grid position 21. Though I got
away to a good start, well, as good as you can with 11hp, the bigger bikes drew away as we went down the straight for the first time. Flat out
through the kink and charging fast up the inside of turn two, I catch and go under a couple of bikes. Though outgunned again running under
the bridge to the next right-hander, I’m able to brake very late and catch back a few bike lengths. I charge fast into crash corner, and almost
run up the back of two bikes that have backed off mid corner. A dab on the brakes and I lose momentum. The bigger bikes, a couple of 250’s,
leave me for dead climbing the hill. At the top I’m almost pulling redline in fourth, and hold this gear through the next right-hander, the midfield, and across to the fast left-hander onto the back straight. I make good ground through here but lose out again on the run up to the flipflop. Braking late and hard into BP, I fly out of the turn right up the exhaust pipe of a 250. The tow I get is very short though as he goes down
the straight once more. Whilst the bigger bikes seem to down change a gear to drive between the kink and turn two, on my underpowered
125, I take the kink at redline in fifth and continue to hold it wide open deep into turn two. This time I’m able to go under a number of bikes.
Not as many get me into the next right-hander where I ride around the outside of one bike. The climb up the bridge is my bikes weakest
point, but the mid field is one of its strongest. I retake a position lost climbing the hill by going round the outside diving into the next righthander. I spend the rest of the race chipping away in turn two and the midfield. It’s only when getting my grid position for the next 0-250
race that I realise I’d finished in seventh place!
The next race was race four, the NE1 class on the 500. Gridded fifteenth, I get off the line OK, but can’t believe the huge bunch of bikes in
front of me when I get down to turn two for the first time.
I’m also still struggling to know how many revs can be on the tacho before I down change without locking up the rear. I’m also struggling to
come to terms with coming in on my light weight 125 that I can brake incredibly late on and carry tonnes of corner speed, to go straight back
out on the 500 with it’s much heavier and higher weight. I have no complaints in the braking department, but still don’t feel I can throw it
into a turn like I do on the 125. As a consequence, I let the revs drop way down before downshifting, or coast through the turn a gear higher
than I should be in. I then change down when I’m fully upright on the exit of the turn to get it going again. This is what I spend most of this
race doing – going into some turns a gear too high, running wide, or getting the rear end all out of shape when I change down too early.
I end the race quite frustrated and unhappy with my performance. No surprise when I find I’m gridded 26th for the next race.
My next race out is back out on the 125 in the Superlite class. Like the earlier 0-250 race, I have to make up under brakes and corner speed
what I lose down the front straight, climbing the bridge and the back straight. I manage to hold off most, if not all, of the 125’s in the field and
stay in front of a few of the 150’s as well. In fact I spend most of the race dicing with Fred Holland on a Honda 150. I get him under brakes or
on the entry to the midfield, but he blasts back past me up to the flip-flop. Though I close right up on his back wheel coming out of BP, his
bike just pulls away easily, dropping me out of the slipstream for the majority of the straight. This cat and mouse game continues to the end
of the race. Having started in grid position 30, I move up to position 21 for the next race.
The next two sets of three races I’m entered in are all similar to the first lot, in that I have to ride the wheels off the 125 in both P4 & P5 0250 and Superlite classes, but do start to improve on the 500. In the 0-250 class, I manage to beat the other 125 four strokes, but can’t catch
the 125 two stroke Bombardier ridden by Steve King. I end up finishing the day in second place behind Steve and in front of Lyall KomuraCairns on another GS125 whom I have a couple of very close races with – side by side down the front straight a couple of times!
My riding of the 500 seems to improve in the second race as I enjoy trying to chase down Craig Wellings on a 600cc Kawasaki. It seems to
make me focus on catching him rather than worrying about my gear changes. I finish ten or so bike lengths behind Craig so decide he’ll be the
one I’ll chase again in the last race. I didn’t collect any time sheets, but feel my lap time must have improved by a few seconds compared to
the first race. By the last race, Craig is obviously feeling more confident in riding his 600, and though I’m now riding the 500 better, its not
enough to finish anywhere near him. I have no idea where I finished in the NE1 F2 class, I’m just happy I seem to be getting my head round
riding the 500 properly. The Superlite races continue with me hounding the 150’s and doing battle with Lyall on the other GS. Lyall ends up
beating me in two of the three Superlite races – I claim it’s because of the 150’s blocking my fast corner speed, and not because he actually
out rode me! Lyall ends up taking first in the class with me close behind in second. And to think, that after my first two races in the morning I
was thinking of sitting out the Superlite races to conserve energy in the hot weather!
As I said to Lyall at the end of the days race program, I didn’t give a stuff where I’d finished, as I had so thoroughly enjoyed the days close
racing. Bring on the One Hour at Wakefield in November on my “home” track of Wakefield! I can’t wait!!
Cheers, AB #76
23
Presentation night!
murder, mystery and some mayhem
the editor’s hazy recollections
Things that go bump in the night. I pitied the folks dressed up in 1930’s outfits on their murder
mystery night at Mt. Vic the same night we were there. It’s fair to say we may have murdered
their night for them. Reverend Green with the candlestick in the library? Sorry, more like Lyall
in the lobby in a Superman suit with store dummy.
I’d love to give a perfect, forensic dissection of the night, every rambling off-the-cuff speech that
had us roaring, every poignant moment, name all the awards and their recipients. But I can’t.
And that’s ok, because I don’t think many of you were in any fit state to remember that well
either. What I can remember are those big waiting-room chairs in the foyer with springing like a
20 year old VFR750. I remember the wait at the main bar and looking over at that little counter
at the back hoping we’d get served before them. I was ordering Kilkennys, which, like Michael
Combley, take quite some time to settle. Then there was the
hearty main course and pudding. More drinks, then more drinks. Rehearsing what I was going to say then forgetting it
and muttering something entirely different (and being surprised to hear from people afterwards how nervous they too
felt making their acceptance speech when they’d looked cool as poop to me). Those store dummies in club T-shirts,
spotted later in the arms of various people, known and unknown. Hang on, I do remember a couple of speeches—
Flapper Brown’s, Combley’s, of course! Sue Dorling’s rousing send off. Alan Murray’s discourse on water cooling
jackets. It’s all coming back to me now. Brian with the inaugural Lynton Keck trophy. And was it my imagination or did
I hear someone say in the wee small hours, “Macbeth has murdered sleep”? Anyway, hallucinations or not, I slinked off
to my room at about 2am to avoid total annihilation (discretion the better part of valour; yes I know it was cowardly
but I’m glad I did!)
Most of all I remember having a great night, and seeing just about everyone else do the same. Thanks for having all of
us over at your place Ken it’s a lovely old house you’ve got, big dining room, own bar and pool room too! Can we
come back next year?
Bet you regret that now mate
The Dude
The real stars of the night
Yep
Suit you Sir!
And it just went straight up
into the air like this!
Lady Macbeth warms to
local nubile
People pics courtesy of Rick K
Here’s one we made earlier
China oil crisis hits home
24
A Day for Lynton
I suspect Lynton would have berated me for the nerdy layout but I had to get ‘em all in somehow! Many thanks to Linda Ralls for supplying them.
25
NRMA Motorfest
Story and pics supplied by Lyall Komura-Cairns
The PCRA has been recently going through a period of unprecedented strength. Memberships are up, Full grids in several classes, and a healthy
bank balance after a successful running of the Aust Titles and
a couple of Barry Sheene Memorials. However, this strength
has come about by the efforts of a small cadre of incredible
people who work tirelessly and mostly behind the scenes. I’m
not one of them, but I appreciate their work. I get that they
would like to share the load, and so I try to put my hand up
to help whenever I’m able.
So it was that, about a week before the Australia Day long
weekend, the call was put out for members to help out with
the Club stand at the NRMA Motorfest. A lot of the legwork
had been done previously, but someone was needed to do a
small bit of running around, collect a few things, and be there,
bright and early on the day. A couple of people had already
volunteered to man the stand, and a couple of bikes had been
volunteered. My own bikes were not really what was being
asked for, with the exception of the T250, which was still
under repair from my bingle at Wakefield, so I would be able
to transport other peoples bikes if required. After some
phone calls, arrangements were made, and my van soon held
two beautiful machines, a 1958 BSA Bantam 125, and a 1971 Suzuki TR500. I arrived nice and early in the city, and after talking with officials who
really didn’t know who we were, or where we should go, I saw Michaldo Combriani’s car being unloaded down the road. It was about 6.30, the
streets were empty near us, but there was a bit more activity further up the road. I was beginning to feel like someone’s forgotten red-headed
cousin, but this didn’t last long. Jamie Carlyle turned up on his XS650 (which looks like it came from the ‘70s, even if it didn’t), and Lyall turned up
with 2 bikes and number 1 daughter in tow. The two bikes, a GT250 and the Mighty One CX500, were set up next to the two I bought, the shade
tent and banner in position, and a whole row of vintage cars parked right in fromt of us. Some quick re-thinking and re-positioning and we had a
good position to collar any and all punters on the footpath.
What a great day. The weather turned it on for us, and any hot day
in the city will bring out the crowds on the streets, even without a
brilliant attraction. There were just so many fantastic old vehicles
on display, the vast majority of the showpiece quality, that you
didn’t need to be a car nut to appreciate the sheer beauty of a well
-maintained piece of history. Among so many rolling works-of-art,
the four masterpieces we had on display were well placed. Each
bike drew it’s own interest group, The BSA attracting what seemed
like every Brit that’d ever owned a bike, ‘coz it seemed they had all
had Bantams at one stage or another, We were handing out fliers
for the Barry Sheene meeting, and a number of people were surprised that these machines weren’t just showpieces, but that they
could actually be seen in their natural habitat, i.e. the racetrack.
Michaldo had bought some old bike parts in a helmet bag as a
"guess the parts" contest, with some Minties as prizes. This kept a
few kids amused while their Dads drooled over the bikes, and
while MC drooled over the wives/girlfriends. (OK, he wasn’t the
only one!). All-in-all, there was a lot of interest generated, a lot
who were interested in coming to the Bazza, and even a few who were keen to come racing. From our perspective, it was a great day doing what
we’d normally do anytime someone stands still long
enough….talking about racing old bikes.
There are so many fantastic bikes in our club, every time we do a
display of this type , we get a large positive response. Even with
glossy ads in the bike mags for certain events, mainly our club survives on word-of-mouth, so getting out and presenting the club to
the unknowing masses is always a good thing not to mention loads
of fun. I’ve had the opportunity to do this a few times now, at the
Pyrmont bridge, at the Sydney Bike show, and now this one. I hope
to see more club members helping out the "usual suspects" by
getting involved with some of these activities away from the racetrack. Trust me, you’ll enjoy it!
26
Engine case protector change!
Here we go again! Please note the following change in the 2009 Manual of Motorcycle Sport (MoMs):
15.2.3.4
All lateral covers/engine cases containing oil and which could be in contact with the
ground during a crash, must be protected by a second cover made from composite
materials, type carbon or Kevlar. Plates and/or bars of aluminium or steel are also
permitted. All these devices must be designed to be resistant against sudden shocks
and must be fixed properly and securely. Bonding alone is not a suitable method of
mounting.
A few important points:
•
Since the clause does not specify 4-strokes as it did previously, the inference to be drawn is that it must now also
apply to 2-strokes. Recent activity on the PCRA Forum has MA quoted as stating it does not apply to 2-strokes.
Clearly this needs to be determined beyond doubt as soon as possible.
•
By specifying a second cover, this means that many if not all aftermarket cases will no longer be eligible (or at least
not alone—they will now need an additional cover)
•
Whilst the engine end-case protector clause has not applied to Historics, be aware there have been unsubstantiated
mutterings from time to time that it may be enforced on Historics too at some high profile events. Expect further
and final clarification on this one.
•
Unlike last year, there is no requirement for at least two original mounting points to be on the cases themselves
(but still can be) therefore the available fastening points is broader.
•
There is no maximum distance stipulated beyond which the protectors should not protrude (previously 20mm)
which again should allow a somewhat broader range of options, within reason.
This topic will inevitably have a lot more to run, so please stay tuned to the Forum for
updates. If in any doubt regarding your own machine, please contact the club.
Wanted!
Wanted—any ex HRC or race/performance bits to suit 86-89 VFR 750’s. After
engine parts specifically however may also interested in anything else. Help my
stocker go like this one.
Contact Jason 0409 151 995
27
A racer’s return
Craig Ralls dusts off his leathers
G’day all. Just a bit of a story
about my first year racing
with PCRA in 2007.
I raced back in the 80’s on a
variety of machines. The last being a 1986 Honda RS250. After going
to look at the 1 hour at Wakefield in November 2006 and meeting
some old bloke by the name of Lynton Keck, I then went along to the
bike expo a few weeks later and talked with Trevor Lusby. With both
of their gentle persuasion I was talked into dragging the old RS out
from under the house and I rocked up to my first race meeting in
about 16 years at Eastern Creek for the 2007 Barry Sheene. Sharing a
pit with Lynton, Brian Coles, Alan Brown and Steve & Nathan King.
First time out felt very strange - the bike seemed gutless - Two stoke
GP bikes …“remember, Rev the shit out of it“.
I got faster and more confident throughout the day. As I got faster I
found the Shinko Podium back tyre was a bad choice. !!! “You know
better” - took what they sold me to fit my 3.5 x 18 back wheel.
Saturday came around and I went out to qualify. When I looked at my
grid position I had managed the 2nd row - bloody amazed. On the
2nd heat I had to ride most of the race with 1 foot in the air because I
broke a footpeg off the frame. With some very creative work with
cable ties I was able to get back on the track again. I managed to finish
2nd and 3rd’s all day and 3rd for the weekend (even with my dodgy
back tyre).
For Rnd 2 at Wakefield Lynton lent me some wheels and I was able to
get some decent rubber. The difference it made was great. Modern
slicks are sooo much better than I used to use.
1 hr Meeting - Wakefield. I teamed up to ride a Mori in the 1 hour
with John Olip. The bike however, had different ideas. Fortunately,
John had a standby Bucket which we rode. Fitting my 6ft 3in body
onto it was a bit of a challenge but I managed. I enjoyed the ride, even
though it was a bit hairy - the tacho (contained within a Tupperware
container) would randomly fall forward and turn off the ignition
switch. !!
I ran the RS in the sprint races and managed to be the best of the NE1
250 class.
Since coming out to play with the Post Classic Club I have met a great
bunch of people and made some really good friends. I mostly enjoyed
my 1st year back race, apart from my blowups. And I wish to thank
my wife for not complaining when I spent so many winters’ nights in
the shed rebuilding the bike, and the many hours on eBay adding to
my equipment and searching for the rare parts for the RS.
Before the 2007 Barry Sheene, the last time I had ridden a race bike
was at the very first Race Meeting at Eastern Creek - 1991 NSW
Championships (I think).
Same track, same bike, older body, 16 years apart and about 7 or 8
sec lap time slower.
I pulled the bike out of storage for fun, not expecting much, so it was
very pleasing for me, to finish the season with 2nd in the Club championship (again behind Colin Pryor).
Craig Ralls
Back to Wakefield. A piston let go in practice, and destroyed my crank
and barrel on the front cylinder. - weekend over! When I looked at
the motor the front piston was totally missing !!! Back in the workshop I was getting piston pieces out of the exhaust.!! I found the gudgeon pin in the muffler !! I rebuilt the motor using my best secondhand hand crank and barrel.
Rnd 3 - Oran Park. - a leaking head ‘O’ ring resulted in nipping up the
front cylinder - another weekend over.
This had me thinking - “was it the right decision to drag the old girl
out of retirement”?
Rnd 4 - Oran Park - finally a good weekend. 2nd all day behind Colin
Pryor (on his Honda RS250). No bike problems and I really enjoyed it.
Rnd 5 - Oran Park - 2nd behind Colin again - it’s still great to be out
there racing again. Rnd 6 - Oran Park - 2nd behind Colin again - but
managed to really mix it with him and we both took the fight to the
big bikes - and showed ‘em. I broke into the 1.19’s which I was really
happy with. I even set a lap record, but Colin managed to break it
later on.
Above: Craig’s RS250 lives again—and how!
On the way to another 1.19 lap of OP.
Left: Craig’s dirty little secret—another VFR
750 owner!
Ed’s note: yes I know this story is from 2007 but it missed the mag last year and
anyway, good stories, like good bikes and good riders, are timeless! RS 250 pic
courtesy of Rick K, VFR pic courtesy of Wayne Carter
28
A couple of pics from the MotoGP supports.
Pics courtesy of Tim Gilpin
29
Post Classic Racing Association of NSW (Inc NSW)
(Incorporated under the Association Incorporation Act 1984)
Membership Renewal/Application Form 2009
I, ________________________________
(Name of Applicant)
of ___________________________________________________________
(FULL Postal Address of Applicant)
Preferred Contact Number Ph: _________________
Email: ____________________________________________________
PCRA Forum Username _______________________
Hereby apply to
( )
Renew my current membership
( )
Become a full member
( )
Become an associate member
of the above named Association. In the event of my renewal/admission as a member I agree to be bound by the
Rules of the Association for the time being in force.
__________________________________________
_______/________/________
(Signature of Applicant)
(Date)
I,_________________________________________
I, ____________________________________
Being a member of the Association nominate
being a member of the Association second
The applicant for membership of the Association
the nomination of the applicant for membership
(New members only).
of the Association (new members only).
__________________________________________
______________________________________
(signature of proposer)
(signature of seconder)
Make, Model & Year of Machine/s?
______________________________________
Do you require an MNSW Licence Application?
YES
NO
Do you require a MNSW Licence Test?
YES
NO
Do you require a MNSW test booklet?
YES
NO
Forward completed application with:
MEMBERSHIP RENEWAL
$55.00
NEW RACING MEMBERSHIP
$55.00
ASSOCIATE MEMBERSHIP
$15.00
REQUIRE TAX INVOICE?
YES/NO
(add $11 late fee if after 31.01.09)
(all fees include 10% GST)
Direct Deposit to Bank Account No: 043 362 538 BSB No: 112-879
Transaction/Receipt No: _______________ Transaction Date:
/
/200
-ORMail cheque/money order payable to PCRA NSW and self addressed stamped envelope to:
The Membership Secretary, PCRA NSW, 2 Dorset Street, Cambridge Park, NSW, 2747
30
Norton Owners Club of NSW Sponsor Period 4 Formula
750 Class at the Barry Sheene Festival of Speed.
The Norton Owners Club of NSW in
conjunction with the Post Classic Racing Association of NSW are combining
to revive the Period 4 Formula 750
class. The 750 class was the premier
non-GP racing class of the early to mid
1970’s and is recognised as an official
historic racing class by Motorcycling
Australia.
Pic supplied Norton Owners Club
(Steve Cutting #56 on a 750 Seeley Norton)
The Norton Owners Club are looking to restore interest in this class by encouraging enthusiasts to
get their 750’s back onto the track to reflect the racing grids and machines of the 1970’s. By sponsoring this class through the Period 4 ‘Unapproachable F750 Challenge’ at the Barry Sheene Festival
of Speed race meeting, the Norton Owners Club hope that other period motorcycle clubs will be encouraged to come forward and support this class of racing.
To help increase numbers in this class, the Norton Owners Club is also sponsoring the Period 4
‘Unapproachable F750 Series’ for the 2009 PCRA racing calendar. This will allow riders develop
their machines over a period of time.
In the USA, UK and New Zealand, this is a very popular class with bikes such as Norton, BSA, Triumph, Yamaha XS650, Ducati, BMW, Honda CB750, Benelli & Laverda being very competitive & providing great racing.
It is hoped that as numbers in the class improve, the Period 4 Formula 750 class can be incorporated into future events, such as the Island Classic, Australian Historic Championships & Southern
Classic to encourage interstate and perhaps overseas participation.
The Norton Owners Club ‘Unapproachable F750 Series’ commences at Wakefield Park on the 21st &
22nd of February as part of the first round of the PCRA 2009 race calendar.
For more information visit: www.barrysheene.com.au or www.nocnsw.org.au
31
Pic courtesy of Tim Gilpin
Get your life on track with PCRA
32

PCRA 2008 Final Draft

Transcription

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