Better late (to AHRMA) than never

By: Jenn Smith (3R) Photos: Lorena Walker

Coyote Run

Hello AHRMA MAG readers, racers and vintage motorcycle enthusiasts! It is with a little encouragement from Dave Light (975) that I am submitting an article on how my riding adventures began. This is what Dave said to me in a private message on Facebook after asking me to do a quick interview with him:

“Jenn, I had a second or two to read this article you wrote. Let me tell you something. I got some things from this and am truly appreciative of you taking the time to do so. Do me a favor. This is such a good read. You should submit this to be edited for the AHRMA MAG. In my opinion, these kinds of articles are the best, over a race with names and numbers. These jog memories and make us remember the good stuff. Thank you so much!”

Dave Light

Background info: I am from a small town in Western Pennsylvania where coal mines have always been a major part of the rural community as well as farm land, and deep woods full of rolling hills with corn fields, rugged mountains with hardwoods from saplings to 300-year-old trees. Little valleys full of streams and creeks, marshy bogs and cat tails that litter the ditches along back roads with little towns every 15 miles or so away in any direction.

I have been riding since I was eight or nine years old. (mid 1970s). My Dad taught me how to (virtually) work the clutch, brakes and throttle on a couch over the course of a winter.

Ashcraft Farm - 2019

When spring arrived, he took me to an old strip mine road, and put me up front on his brand-new Kawasaki '75 F11 - 250. I started off well; (Dad sat on the back, worked the shifter, and rear brake) I had control of the clutch, throttle and front brake. When I took first off, I used the ole Whiskey throttle! Dad panicked and tried to twist my wrist forward (we were in first gear with it revving high). He could not twist my wrist forward, so he hit the kill switch. (How strong was I?) It was the most exciting moment ever! I asked him why he shut the bike off. He just laughed. Haha. Needless to say, that was my very first live experience with any motorized engine. It was worth every rev.

I was riding my first bike around our small yard that same spring. By summer, my Dad decided I was ready to ride on trails with friends. My first bike was a Candy Green ‘72 Honda CT70. I was with some friends, and there was this nice-sized long hill. We all stopped at the bottom to talk about where we were going next. All the kids rode up the hill (most had minibikes). I kept stalling, because I had not learned how to start on a hill (clutch) and none of the kids knew how to even work the clutch, let alone shift, so I was on my own. Needless to say, after many stalls, I got frustrated and gave that little Honda a whiskey throttle, popped the clutch and rode a little wheelie for a few yards! (It felt like miles!) All the kids cheered me on as the front end dropped, and I completed climbing up the hill. When I got to the top, I was nervous and laughing. All the kids said that I had done it on purpose (um, no) and thought I was the coolest chick ever! Little did I know, I became a hero that day, all due to a mistake. We finished out the day riding,

Dad never taught how to check the oil. On a hot summer day, I blew the little thing up, and I had to push the bike home. I was a mile from my house. When you are eight

or nine years old, one mile is a very long haul to push a bike. When he checked the oil, I asked him, "What is that (dipstick)?" It was then that he realized he had made a mistake by not teaching me. Dang. What a nice little bike. He sold it. Too bad. What a great bike to be owning today, right?

Fast forward to the Hodaka years. Dad found one each: Wombat (Round black air box) and a Super Rat, a ’72. They were so loud; we didn't keep them long. They had a few problems. Since Dad was not a mechanic, and I had yet to learn anything except spark plug swap, He sold them. I was without a dirt bike for a few years until Dad purchased a '72 Honda XL250. The kick shaft was stripped, so, the only way to ride it was to bump start it every single time. Yeah, that bike made me stronger than an ox. This was during my high school years. I rode that XL everywhere; it was my freedom.

With all the young years of riding, my Dad said I was not permitted to race, or be rough with the bikes. He didn't want me to get hurt. I did not know Enduro, or Hare Scramble events took place. I always thought it was just MX racing. Dad would not let me have an MX bike; only Four strokes, or those little Hodakas.

After I graduated high school and moved away, I always managed to have some sort of moto transportation. I bought a cheap Honda Rebel while I lived in Nevada, took it to Death Valley, California, and rode through the valley. The road was called Daylight Pass Road. It was one of the most amazing rides. If you ever have the opportunity to go along this road in the spring, I highly recommend it. 50 miles long is all. Hotter than ever in that valley, but worth every mile. If I had a dual sport bike, I would have gone off the main highway to explore.

In early 2017, I was with Fred Walker (13) enjoying an evening out. Fred pulled out his cell phone, and started showing me pictures of him, and the gang at the races. It surely piqued my curiosity and I asked him to tell me more. I asked if women rode. He said they had a women's class, but no women raced. He told me to contact Dave Kutskel (11C) and let Dave know what kind of bike I had. Dave pretty much said, "Welcome." (Thank you, Dave K!)

April 2017, I showed up with my '85 KLR250 with dual sport tires, turn signals, etc. 300 pounds of metal with plenty of torque and an inexperienced novice weighing in at a mere 150 pounds soaking wet in the woods, in sloppy spring conditions at the Three Springs event. If it were not for Marty Strouse (67K), I would not have completed that first race. I think everyone thought I would not come back! I surprised them and went to the Irish Valley Event. Then, I raced that KLR at Reynlow Park. Luke Dautel (474) thought I was a guy; we were stuck on a little hill together. I struggled

LL Raceway

Rocket Raceway - 2019 (733 Emily Reichart)

Reynlow Park Nationals 2020

for about 20 minutes trying to lift that KLR up that little hill. Keith Folmar (519) was stuck under his heavy Honda XR350. When we all got together, we liberated the bike off Keith. What a great way to meet people! It was one of the most challenging things I've ever done. When I finished one lap at Reynlow Park with that bike, I knew I was going to continue racing. Yep AHRMA—you're stuck with me. (Haha.)

I told Fred (13) I never gave racing a thought; however, in retrospect, Mary Strouse (67K) had mentioned it to me a few times around 2008 or 2009. I had no idea what Marty was talking about, and the information was minimal, so I never looked further into it. I would suspect, If I would have started racing at the beginning of the AHRMA Mid-Atlantic I would be a much better rider.

The skills I have learned since 2017 have been passed to me from all the riders at the races. Everyone I talk to who races will offer advice. Anything from how to cross over roots, (thank you Richard Callahan [51Z]), to getting the hole shot, (thank you Rick Huth [61B]) to going down loose rocky twisty hills (thank you Fred Walker [13]) to steering through a cross rut (thank you Russ Dixon [RD Racing]), and many other racers who have offered input. Russ (RD Racing) told me once that I am one of the most enthusiastic people when it comes to dirt bikes. What a great compliment!

I’ve asked all the women I knew, and women I do not know if they know how to ride dirt bikes. I have not stopped searching for women riders. I ask and encourage all women to come racing. “It’s just a trail ride.” Right Jim Reitz (384)? Emily Reichart (733) is a true trooper! I'm so glad she overcame her fear at the starting line! She's the best! The Ashcraft ladies, Sara (402) and Kelly (69), are awesome! Laci Horvath (996) Is the new chick on the block, and nothing is stopping this woman! Let’s not forget our newcomer from New Jersey, Pam Liebgold (10) as well. She has come a long way in a short time! If I were 20 or 30 years younger, all you ladies would have more competition from me. I just need to get through the course safely. Someday, you ladies will understand. Keeping in mind, there are other women racers out there, but, the women I have mentioned are riding in our Mid-Atlantic Regional Series. There are many great women

LL Raceway 2019

who race in the National series as well.

Since I've been racing, I have taught three kids in the neighborhood how to ride. One, Mason Swan (475), has already started racing; his first event was at Three Springs 2020 event, and loves every single speck of dirt track. Hopefully, his cousin, Morgan, (she's a little spunky!) and Mason's best friend, Adon, (tough as nails!) will join us next year. All three teens are looking forward to racing. When Mason and I loaded up to come home after the last event of the regional season, White Rose, Mason asked me, "When is the next race?" I replied, "April next year." He said, "I can't wait until April!" I just laughed.

January will be here before you know it. I'll bring Mason and maybe Morgan and Adon with me to the swap meet so they can have a great experience with all the people and dirt bike parts. I might not be the fastest rider, nor do I ever claim to be, but at least I can pass on basic skills and safety to anyone who wants to learn. It’s always about the kids. If we do not pass on this tradition of vintage cycling, the sport will fade away to a memory. If you can encourage, and teach a youth how to race, I highly recommend it. The Bennett Brothers are great people for their dedication towards the kids. Who wouldn't want one of those awesome Hondas? Hell, I'm an adult and I'd love to win one of those bikes!

I owe all this to my Dad, if it weren't for him, I would neverknow the freedom of motorcycles. He was a kind and giving person. I do my best to carry those traits and traditions within me and to pass them on to anyone who wants to learn how to ride a motorcycle. Every time I enter a race, I know my Dad is up in Heaven with my Mom watching over all of us. Not just me, but everyone. Dad loved the woods and dirt bikes, and Mom was always there to put a band aid on us when we messed up.

Keep on riding, stay safe, and enjoy life! Remember, it’s not about winning money, it’s about good clean family fun on an old dirt bike.

AHRMA BENEVOLENT FUND

The Benevolent Fund was created in 1992 as a means of helping AHRMA members in need. AHRMA offers a variety of raffles and other fundraisers benefitting the Benevolent Fund. Members also are encouraged to contribute directly. Members in good standing for at least one year may take advantage of the fund. All applications for assistance are kept confidential. Requirements are listed in the AHRMA Handbook. Contact Bob Goodpaster 219. 942.2401 norton80_1@msn.com

If you ride, restore, race or just recall the amazing machines of the ,60s, ,70s, and ,80s, the VJMC is for you!

VJMC Membership benefits include:

• Full color, 64 page magazine — 6 issues per year • Rides, rallies, and shows at the local, regional, and national level • Free classified ads in magazine and online • Member discounts from select vendors, sponsors and partners • Annual dues are US $30 / Canada $40 / All other countries $US 55 • Volunteer-based, nonprofit founded in 1977

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FOR RACERS

Racing History The Oldest Living World Champion: Cecil Sandford

RACE OF CHAMPIONS XXXVI Daytona Beach, Florida CHAMPIONSHIP CUP SERIES (CCS)/AMERICAN SPORTBIKE RACING ASSOCIATION (ASRA)

CHAMPIONS CROWNED

Making History

Cecil Sandford made history as the fi rst rider to win a World Championship riding an MV Agusta. Now, at the age of 91, he is motorcycling’s oldest-surviving World Champion and still has vivid memories of Grand Prix racing in the 1950s. By Mat Oxley Photos by Chippy Wood and Sandford Archives

On Wednesday, June 11th, 1952, Cecil Sandford started something very big. He scored the fi rst World Championship race victory for MV Agusta, the marque that went on to become the most successful manufacturer in Grand Prix racing, with 275 race wins and 75 Rider and Constructor world titles. Even now, almost half a century after MV’s last race, only Honda, Yamaha, and Aprilia have achieved more Grand Prix success. Two months after Sandford took MV’s fi rst classic win in the Ultra-Lightweight TT, he clinched the 125cc World Championship, MV’s fi rst. Five years later he won his second World Championship, in the 250cc class, with rival ItalHISTOIIIC IIAC••11t• ,,,usTIIATION$ By Mick Ofield Classic Race Engines VI Plus, some technical terms illustrated Valve & downdraft angles f -r Valve components By Mick historic racebike illustrations Port angles-me measured relative to_a line,drawn perpendicular to the cylinder cente4ne l<eepers/collets Top spring retainer Valve spring ian brand Mondial. During his 15-year career, the Gloucestershire, England rider had factory contracts with AJS, Velocette, MV, DKW, and Mondial. He raced against Geoff Duke, John Surtees, and Mike Hailwood, 22—Roadracing World, December 2019 (Above) Cecil Sandford (71) in 1956 on a DKW 250cc three-cylinder twostroke fi tted with an example of "dustbin" fairings, later banned because they were too dangerous in windy conditions. (Above, Right) Sandford (left) with Les Graham, discussing the Earles front fork that most likely caused Graham’s death at the 1953 Isle of Man TT. (Right) A delighted Sandford poses in pit lane after winning his fi rst Isle of Man TT in 1952 on an MV DOHC Single, with sponsor Arthur Taylor (center) and MV Agusta mechanic Arturo Magni (left). Photos courtesy Sandford archives.

Britain’s greatest riders of all time. And he won the race in which Hailwood made his debut, at Oulton Park in April, 1957.

“Surtees was one of the best riders I ever watched,” recalls Sandford, a chipper nonagenarian with an amazing memory for the fi rst decade of motorcycle World Championship racing. “And Duke was always a step ahead. He was the only bloke I ever saw drift a motorbike, at Monza.”

Sandford started racing as a teenager, just after the Second World War, after converting his Triumph road bike for scrambling, trials, and grass-track duties.

Next came road racing, usually at disused wartime bases like Haddenham, Dunholme, and Blandford Forum. He made his TT debut in the 1948 Clubmans Junior, although he very nearly didn’t make it to the Isle of Man.

“We were taking my Velocetteto Douglas from Liverpool, with me, my mum and my dad in an MG with the Velo on a trailer. At the docks we gave the car to the AA to put on the boat [this was pre-roll-on/roll-off ferries], went for some dinner, came back and stood in the passenger queue to get on the boat. We’d been there for quite a while when my mum pointed at a boat pulling out of the docks and said, ‘I’m sure that’s the boat we put the car on’. And it was. The queue we were stood lor to ask if he’d let me go, because in was for the boat to New York.” Two years later Sandford made his Continental debut, riding an AJS 7R in the Italian GP at Monza. “That was my fi rst time abroad and Europe was still recovering from the war, very much Les had suggested to Domenico that I ride for them in 1952.” Agusta had recently recruited engineer Piero Remor and mechanic Arturo Magni from Gilera. Remor designed MV’s fi rst 500 and fi rst four-stroke 125, a BIKE INTRO2020 Panigale V2 / Jerez, Spain so. A lot of road signs were still full DOHC Single; although Sandford of bullet holes and I remember the believes that Agusta was also inroads in France were still really volved with the smaller engine. “I rough and full of muck.” think the fi rst 125 engine was the

During the crucial early days old man’s idea—he was a good enof Sandford’s professional career gineer,” Sandford recalls. his mentor was Les Graham, win- “The fi rst time I saw the bike ner of the inaugural 1949 500cc was on the Isle of Man and the World Championship, with AJS. fi rst time I rode it was in practice. The Merseysider quit the strug- It had very narrow tires—you just gling Plumstead brand for MV at had to keep underneath the hedgthe end of 1950 and a year later es and try to make speed. I won recruited Sandford, 17 years his the race and I was on the way up.” junior, to the cause of Count Do- Sandford and the MV beat menico Agusta. Carlo Ubbiali’s Mondial by one

“Les called at the garage minute, 40 seconds to take his and owned by my sponsor Arthur Tay- MV’s fi rst TT win, but the Count

By David Swarts

Hundreds of racers from North America and other parts of the world converged on Daytona International Speedway to compete for race wins and National Championships at the 36th annual Championship Cup Series (CCS) Race of Champions, featuring the fi nal rounds of the AMA-sanctioned American Sportbike Racing Association (ASRA) National Sprint and Team Challenge series.

On the line were eight National Championships in the ASRA Sprint Series Presented by Pirelli Tire, decided by points accumulated over a seven-round season; four National Championships in the ASRA Team Challenge Series Presented by Michelin Tire, decided by points accumulated during an eight-round season; and 54 CCS National Championships, which were decided by winner-take-all sprint races. The Race of Champions also included two MotoGirlGT exhibition races, featuring only female competitors.

After a full day of mostly dry practice time and the Team Hammer Advanced Riding School on Friday, racing began in wet conditions on Saturday; the track dried out later in the afternoon and

42—Roadracing World, December 2019

(Above) Squid Hunter Racing’s Simone Corsi (47) sets up to pass Greg Melka (1) as they lead Max Angles (64) through Turn One during the CCS Heavyweight Supersport race race at Daytona International Speedway all on YZF-R6s. Photo by Lisa Theobald. (Above, Right) Jason Farrell (86) won in the wet in CCS GTU Expert and in the dry in CCS Middleweight SuperSport and Middleweight SuperBike Expert. Photos by Brian J. Nelson.

stayed dry on Sunday.

Former Moto2 World Championship rider and 2008 125cc Grand Prix World Championship runner-up Simone Corsi rode a Pirelli-fi tted Squid Hunter Racing Yamaha YZF-R6 in the ASRA Team Challenge race as part of a last-minute deal put together as a possible precursor to a Daytona 200 effort. The 32-year-old Italian took the overall lead on lap 30 of the race and turned laps as quick as 1:53.485 to pull away and claim the overall and GTU class victories by 13.869 seconds. “I love this track,” Corsi said in English from the podium. “The race was very diffi cult, but I enjoy it very much. I want to thank my team. They did a great job.”

West Side Performance’s Christian Miranda, age 19, raced closely with Corsi but fell behind after the fi rst and only round of pit stops. Miranda, however, held on to fi nish second overall and in the GTU class on his Yamaha YZF-R6. Series regular Lloyd Bayley fi nished third overall and fi rst in the GTO category on his BMW S1000RR.

Jinba Ittai Motorsport’s Joel Lenk crossed the fi nish line fourth overall and second in the GTO class, and that was enough to claim the 2019 ASRA Team Challenge Overall and GTO Championships. Jinba Ittai Motorsport edged out seven-time ASRA Team Challenge Champion Grease Monkey Racing (Eric Helmbach/Stephen Hoffman) for both titles. Grease Monkey Racing fi nished the race sixth overall and third in GTO.

JoeyO Racing (Robert Bettencourt/Sean Osowski) took 18th overall and won in the GT Lights category on a Yamaha FZ07, while fourth place in the GT Lights division was enough for Racing 101 (Doug Stuffl ebeam/ Gino Angella/Mark Evry/Joseph Ciesnik) to secure the GT Lights Team Challenge Championship.

The Team Challenge race was originally scheduled to run for 55 laps, but a crash in the chicane Roger Morissette (60) took fi rst place in CCS GT Lights and CCS Moto3 Expert on his Suzuki SV650.

Cameron Jones (239) won the wet CCS GT 500 Expert race on a Honda CBR500R and won the dry CCS 300 SuperSport and 300 SuperBike Expert races on a Kawasaki Ninja 300. Photos by Brian J. Nelson.

Squish head r Cylinder head Piston to head sguish dearance ["" Piston at top dead center Squish ca/:i' be used in four & two-stroke

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16—Roadracing World, December 2019

Hairpin valve springs

tInverted forks

Triple clamps Fork tube Fork slider .,.

Frame ShockRear wheel travel much more than shock stroke tra

ring icti0n dampff f--, .l... irder-style fork legs

Rear wheel travel relative to shock stroke depends on the type of linkage. Different linkage designs Will alter both shock stroke and rate of shock compression

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RW

By Chris UlrichW hen Ducati introduced the 959 Panigale in 2016, it offered plenty of performance without any of the usual drama of riding a fi re-breathing 1000cc sportbike. After riding the 2020 Panigale V2—the new designation for Ducati’s fully faired V-Twin sportbike—at Jerez for a day, I’m still convinced that this smaller- displacement Panigale V-Twin is a great alternative to an open-class sportbike.With Ducati’s high-performance Superbike platform moving to a V4 engine confi guration, company engineers gave the 959 a host of smart upgrades and the new V2 designation. Ducati refers to the V2 as another model in its "Super-mid" heritage that dates back to the 748, fi rst released in 1994. The 748 and the succeeding model, the 749, were potent weapons competing on the racetrack against 600cc inline four-cylinder machines, but the bike was banned from the Supersport World Championship when Ducati added 99cc to create the 848 platform for the 2008 model year. A major change came in the 2012 model year, when Ducati abandoned the tried-and-true tubular-steel trellis chassis, building an aluminum monocoque chassis for the 1199 Panigale. Following the lead of its fl agship model, Ducati implemented the monocoque chassis on the 899 Panigale for the 2013 model year. The next evolution was the 955cc 959 Panigale. In 26 years the Super-mid line went from the displacement of a true middleweight to the displacement of a full-blown superbike. It’s amazing what a couple hundred cubic centimeters do for performance!Which brings us to the 2020 model year and the new Euro5 emission standards. A key design challenge for this 959 update was to meet the Euro5 standards without losing performance. And Ducati engineers have done that with the V2. Ducati claims the 2020 upgraded V2 version of the company’s 955cc V-Twin Superquadro engine—which has a bore and stroke of 100mm x 68.5mm and a compression ratio of 12.5:1—puts out 155 bhp and 76.7 lbs-ft of torque.For 2020, Ducati brought the styling and design of the Panigale V2 in line with the look of the Panigale V4 platform, although the bodywork on the V2 is 1.6 inches (40mm) narrower. Like the bodywork on the V4, the V2’s upper fairing now has larger ram-air inlets with the headlights mounted inside the cutouts for the ductwork, along with the same tailsection design. A new single-sided swingarm and a new exhaust system that looks similar to the V4 exhaust were also fi tted to the V2. Both those changes can be justifi ed in terms of overall performance, but also contributed to an 11-pound increase in weight. (More on the changes later.)Performance improvements start at the leading edge of the upper fairing, where larger intake POWER Without Drama (Above) The 2020 Ducati Panigale V2 is based on the Panigale 959, but with intake and exhaust system changes needed to meet Euro5 emission standards without losing performance. The exhaust box under the engine holds the catalytic converter and provides the large volume needed to maintain power. (Below, Right) Advanced Bosch IMU-based electronics from the V4 line represent a signifi cant upgrade for the V2. 18—Roadracing World, December 2019

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Date

2/18-21

3/19-21

4/16-18

5/28-30 Venue

2021 Rehv Moto AHRMA National Historic Roadrace Series

Roebling Road Raceway; Bloomingdale, GA (AHRMA Academy of Roadracing - Thursday & Friday) Carolina Motorsports Park; Kershaw, SC (AHRMA Academy of Roadracing) Streets of Willow; Rosamond, CA (AHRMA Academy of Roadracing) Heartland Motorsports Park (AHRMA Classic MotoFest); Topeka, KS (AHRMA Academy of Roadracing) New Jersey Motorsports Park; Milleville, NJ (AHRMA Academy of Roadracing) 7/16-18

7/30-8/1

8/6-8

9/3-5 10/7-10

Photo by: etechphoto.com HEAD INSTRUCTOR - MARK MORROW 919-345-1778 https://www.ahrma.org/rr-academy

Weathertech Laguna Seca (AHRMA Classic MotoFest); Monterey, CA (AHRMA Academy of Roadracing) Gingerman Raceway; South Haven, MI (AHRMA Academy of Roadracing) Blackhawk Farms Raceway; South Beloit, IL (AHRMA Academy of Roadracing) Talladega Gran Prix; Munford, AL (AHRMA Academy of Roadracing) Barber Motorsports Park; Birmingham, AL (No Academy)