C わ 4 カ催 6 Racecraft j , 0 靃 0 れわ 4 イね race 4g4 わ tbe $ 知なわル e れ , 0 〃イ be W わ河イ C わ“”ゅー 0 れの , み可れ g ル e 工 4 $ セ川 4 れ go わ ~ g 工 4 0 れ YO 財 0 れ , ル 0 〃 g わ , because ル e 4 e 0 ル e g ~ り , $ 0 ル e ル 4 り , 0 わ 40e ねみ e44 4 れイ″ れ 0 4 れを , $ ル e 工 4 $ セ g ~ ーれカ ac 〃 ce れカ 0 わ the race. A ん 0 工ルーれ g $ come ーれ知わ ea 〃れ g the 0 ル e guy 知 the ″れ $ ”れ 4 , tactics, ″ s なれ 4 な , ゆ $ 加 e 住川わ ~ g , 41 リルわ tg ル 4 右 gets 10 〃ーれ第 ~ 0 れ′ わ e れ″ CO 財れお . Slipstreaming can be dangerous. I remember seeing Gary Fisher at Pocono misjudge it, run into the back ofthe bike he was chasing and end up sliding down the road on his backside. I also saw David Smith at ト ladega, flat out down the back straight when the guy in front seized and Smith ran smack into the back of him. Somehow neither fell 0 圧 They were lucky, but bikes seize a 10t less now than they did then. You can slipstream slightly out tO one side because the air is pushed out in quite a large bO , wave, like a boat, SO the area is not just right behind the tail ofthe lead machine. Nowadays, on 500S , slipstreaming is not such a big thing on some tracks because the bikes are so fast they make the straights seem short. But wherever you are riding and however short the circuit you can use someone's slipstream tO overtake. That may be the only way you can get by someone, the only advantage you can exploit. Of course there are circuits, like Paul Ricard and Daytona, that have long straights, where slipstreaming is important on every lap. On many tracks there is more reason tO use the slipstream on a 250 than a 500 because they are S10 ℃ r and less po ℃ r れⅱ , and SO you spend more time on the straight. You have t0 watch out, especially on the first 1 叩 with a 血Ⅱ tank offuel because you can get in behind a bunch ofbikes 0ffthe start line and arrive at the end Of the straight, going five or ten miles an hour faster than you ever did in practice, and not be able tO stop. lt can happen that someone tucking int0 your slipstream will slow you down. lt doesn't always happen, but I have felt it, and it seems tO occur when your bike is geared a little 0ffand is not really pulling because ofthe wind, or whatever. When you are geared tO run at perhaps 11 , 500 or 12 500 rpm, and perhaps because 0f a head wind the bike will only pull 11 000 or 10 , 500 , then the engine is not making its best power at those revs and the guy slipstreaming you can drag you back a little. You can cer- tainly feel the other bike behind you. lt makes your bike shake a bit and 77

、 e “ , ℃わわ ~ g ア 0 お g ドゆわ ~ the , ・ 4 わら S 〃をでハ知れ e , ' 78. At ーみ 4 ′″″ー e races 跿でお e れ 0 ー s 知 22e イび″おわ ~ e イ $ 0 1 ゼイ e ぉ $ わ 0 $ ー 4 ドを e イ 0 れ slicks わ 4 イ知イ ec ーイ e ア 0 themselves , わ e ーみ e ド 0 ′れ 0 ー 知 s ー 02 4 れイ c わ 4 〃 ge. ″ $ わ 0 〃ーイわ 4 ぉ e been 4 み 4 な わ e れ ( で e れ Sheene 4 れイ 0 わ e おな 0 れ the わ・ ac 々わ〃ーわ ~ 工〃 c ー設 0 わ e ドお 0 〃 the race の , $ pe れイわ less ル 4 〃み 4 the ″川 e わ ~ ル ep ″ $. problem with visors fogging in the rain. I never breathed that hard in the rain because I used less physical strength than in the dry, and I made a conscious effort tO breathe out through the bottom Of the helmet. Diffe- rent people have different problems, depending on the shape oftheir face and the way their helmet fits. The thing that always upset me in the rain was having to wear a rain suit. If the rain suit is not just right it can really mess you up. If it is t00 tight it restricts your movement and then it is impossible tO feel comfort- able and concentrate on riding, because every time you try to move the suit stops you. Even though you dO not move around as much in the rain it is very important that you can move freely. Of course, a 100SC rain suit is no good either because it will billow around all over the place. 、 Ou have to have a good, well-made rain suit that fits well but has enough give t0 allow you to move. On my feet I used to wear plastic bags inside my bOOts but over my socks. Even with a good clear visor, following other riders or passing slower men can be a problem because of the spray. 、 Ou have to stay as clear of other bikes as possible. The other thing to watch out for, if there is a great amount ofwater lying on the track, can be the wash from Other machines. Stay clear of the waves coming 0 仕 the other guys' tyres, because it can make the water deeper than it would have been. Choosing what tyres tO use in the ℃ t is obviously very important. I have come tO the conclusion that you should either be on rain tyres or slicks and you can forget intermediates. The intermediate does nothing for you. If it dries out you won't be able to go as fast as if you had a slick on, and just because it has a few grooves in it does not mean you will be able tO lean over in the ℃ t. •e last race I rode in the rain on a 500 was inJapan and I had to make the choice between a slick and a treaded tyre. There was water on the cir- cuit, with some dry spots. The Japanese engineer, Maekawa, said that I should use intermediates because there was water running the track in places. I said 'NO y ' because if it dried out the intermediates would soon be wasted. Mike was determined that I should at least use an intermediate on the front, for safety, but the more he tried tO talk me out Of using slicks the more determined I was. AS we started the race Eddie was still not sure what he should do, but decided that if I had slicks on that is what he would run. •e race started and I was following Asami, whO had intermediates front and back. He pulled away from me, maybe five bike lengths, coming up this hill where we went 仕 om first gear to fourth gear through a long, sweeping right-hand corner. He could dO that there because the initial grip ofmy slick was not as good as his intermediate; the slick had not built up enough heat t0 get the compound working. The track started to dry out, though and I made the decision to split once I felt there was enough traction. Eddie caught and passed him at the end Of the race as well. When the race track is drying out you have to watch for the dry line which develops on the racing line. lt is always narrowest at the apex of a turn. The mistake that most people make in the ℃ t is the same one they make in the dry: they do not 100k far enough ahead. If you try to stay on that line, looking just in front of you, then you will miss it. You have to 109

Physical training わ , $ ー ca ーな 4 ーれわ ~ g なわ e 々く ) , 0 success わ川り , $ 0 お , み右 tbe $ 4 イルわ 4 み 0 財川 0 ね 0 ℃ 4 れ g 襯 41 eo イ 0 れ 0 な ee the 加ゆ 0 れ ce 0 工ル •e ideal is to be generally physically fit, not just strong on one thing. When I was Grand Prix racing 血Ⅱ time my daily routine would be to run in the hills of a golfcourse near where I lived for three or four miles. I just hated running but I did it because I had t0. I also played racket ball for about tWO hours: it's good for stretching the muscles that get tense from riding. I used weights if I wanted tO work on something specific, like building up my back, but I never used them t0 build up muscles in my arms. TO d0 that I rode and rode on the dirt almost every day I could get on the bike, say an average Of four times a ℃ ek. During January and February it was every day, tO build up for the start Of the season. There is no weight train- ing in the world that will d0 you as much good as riding a motocrosser all day If you get a young rider who does not have a lot 0f upper body weight he might need a bit 0f weight training, but in general I don't take the idea Of straight weight training very seriously. By the time I hit Europe in ' 78 for a 血Ⅱ season it was a breeze, because I had been used tO racing dirt track in the States every weekend from April t0 November and training or testing during the week. ln Europe I was actually doing less work, less riding than I had been used t0. I never found GP racing tiring, it never wore me dO ー n. Eventually I started getting trouble with my right forearm. The muscle would pump up and I couldn't feel the throttle. I was still out there riding but I thought I was going t0 hurt myself because I could not feel what I was d0ing with the throttle. I trained SO much that I actually made it worse. I couldn't understand it SO eventually I went tO see a surgeon. They ran an electric shock test through the nerve and found out that the energy was not being transmitted up the nerve. They fixed it with an operation in ' 85 , but I had quit racing 血Ⅱ time by then. One ofthe reasons I stopped was that I didn't have time for all the train- ing I thought I needed t0 d0 because 0f my arm. I felt I had t0 d0 more training, that I had tO work harder because I was having a problem that I put down tO lack Of strength or endurance in my arm muscle. ln fact that wasn't the case and because I did not get the right advice, I was probably just making it worse. I never bored myself with the same training schedule every day I var- ied it SO that I would use different muscles and not get SO fed up that I couldn't face it any more. Some days I would just go and play golf, because I wanted t0 get away altogether, get away from business and all the rest. I needed the break that day more than I needed the training. 155

said that it might be impossible but the bike would not accelerate and I reckoned the ports were the problem. He said that the factory would check it out and I replied, 'Hell, we have t0 race at the weekend. ' Never mind waiting for the factory tO check it out. I wanted Kel tO machine the base 0f the cylinders. They threw a 倉 t. We only had eight cylinders and tWO Of them had seized in Austria, because they were trying tO lean it out SO much tO make it run ー not tO mention that it had thrown me 0 圧 lt was a two-day argument and D0i would not take the responsibility for letting KeI d0 it. I said 'Well, someone has t0 take the responsibility I would take the responsibility But D0i said we couldn't, because if something h 叩 pened in practice we would be out 0f the race. I t01d him that if we did not get the bike going we were as good as out 0f the race anyway, because I only raced t0 win. There were some real intense meetings. AS Often as I would tell Kel tO do it, D0i would tell him not t0, until finally I just said, 'Kel, go and machine the cylinders. ' DOi was still screaming 'NO, no ℃ must test it in Japan, but it would have taken three days and been t00 late. When he walked int0 the truck Kel was working at it, the lathe was turning and bits of swarf and cylinder were flying everywhere. He just went red and walked out. で , on that race, ℃ just smoked them. 嶬で discovered that the cast- ings were way out, half a millimetre t00 high on the transfer ports, and we won t ア 0 races in a ro ( •e disc-valve engine was never as good as l'd hoped, though because the sort 0f power it produced would just spin the rear wheel instead 0f driving the bike forward. lt had a load more power than the piston port, but it could not put it t0 the ground as well. We had a 10t 0f suspension and tyre problems, t00. NO tyre compound we tried was ever hard enough because the bike was so heavy and it just spun the rear wheel all the time, and the rear suspension " ould go 0 圧で just could not antici- pate things race by race and predict what was going t0 h 叩 pen. At the end 0f ' 81 1 saw the V four, but the first one 0f those they built was not right either. Because the square four had been SO heavy they went tO a great deal Of trouble tO make the newV light. The heaviest parts 0f any machine are the engine flywheels and they went t0 a 10t ofexpense tO have magnesium inserts made for the flywheels, tO take up the volume for the minimum ℃ ight. The trouble was, when it s finished, it was light but I couldn't ride it. lt was like a 1i31t switch, either on or 0 圧 I think I had one 0f the best rides 0f my career on that bike at the Spanish GP in ' 82 , because it was all over the place but we won. I had t0 ride it 0 仕 the kerbs because the rear end would just light up and take offanyplace but where I wanted it t0 go. I remember when ℃ got tO Monza the disc-valve V four was just not picking up from its gearchanges the way I wanted it t0. We couldn't go any leaner on the carburation and there was a slight pause watching the needle on the tach. We had tried changing the carburation, and we tried different pipes, but ℃ couldn't get rid Of it. I came in after one session and said, ℃ ould it be possible that the engine is getting just a little t00 much fuel?' KeI said, 'I don't know, let's try something. We had blank ro- tary valves SO I suggested that ℃ make them open at the same time but 118

、わ u have tO pick out the SO れ corners 仕 om the hard corners. The SO 、 corners are those where the line does not make a 10t Of difference, such as the next long, looping, right-hander at Ricard. The fast left- and right-hander after the start and finish at Ricard was the type Of corner I excelled at. This one has nothing tO dO with practice. lt depends purely on how strong you are, how good your timing is and therefore how quickly you can go from the left-hander across t0 the right and then back for the little left on the exit. If my tyres went 0 仕 it did not make any difference because you are not leant over tO the max with the power on; I could make up SO much time through the corner that I could ease 0 a little coming out if I had a traction problem. That right-hander of those esses is very bumpy on the inside. Some rid- ers try and miss those bumps, but the only fast way is t0 go through them with the power on. I always had the bike set up with a steep steering head angle, and it would wobble and shake halfway round the race track, but if I could get through those esses three-tenths ofa second quicker I didn't care if it wobbled for 200 yards. ljust wound the steering damper up as hard as I could. ne steering damper helped stop the bike 仕 om wobbling, but it didn't SIOW the rate at which I could flick the bike intO the corner. The steering damper will stop the bike from going into a terminal shake, but there is no way you can turn the bike that fast at high speed so the damper will never slow you down. lt would while you rode round the paddock at walkmg pace, but not at high speed on the race track because it is a hyd- raulic damper and the 0i1 will move through it at a certain speed. lt was forcing the bike t0 turn so fast that eventually did my right forearm in. ln the end I needed an operation tO remove scarred tissue, because years 0f wrenching at the bike had wrecked the muscle. lt had grown t0 be t00 big for the sheath that wr 叩 s around it. power tO wrestle the bike is all-important. You can go quite fast without it, but when it comes tO that last second that makes the differ- ence between winning and coming third or fourth then vou have tO be strong. Christian Sarron can ride the bike fast but you hardly ever see him racing with Freddie Spencer or Eddie Lawson. There is a point in being as big as ROb McElnea, because he can dominate the motor cycle, but there iS a minus as well because he weighs SO much and blOCkS SO much Wind down the straight. Freddie is not heavy and is probably not all that strong in his arms but he is nearly a fOOt taller than me and can use that extra leverage t0 make up for it. I could still get through chicanes faster and outbrake him because I think I was a little stronger. The track at Silverstone is SO wide that on most corners the line is not vital tO within a few feet, but even there there are certain kerbs that you have to touch to use all the road. The uphill left-hander towards the last corner complex is one and SO is the left-hander ontO the back straight. I could always come through there on the gas, even though the tyres were Often not 100 per cent. The Old Woodcote was a corner where you had to go in a little slower and then get the gas on. 、わ u would arrive in sixth and knock it back two, then on the power. 、 Ou had to run across the bumps and, because I had my bike set up hard at Silverstone, perhaps I lost a little ground there. But 44

long, long time ago, that these people are just as important as you are and if you don't treat them right then you are not going t0 go very far. A rider is not higher up the scale than a tyre engineer or a mechanic. Everyone there has a job t0 d0 and they should do it with equal pride. A lot of the riders have egos that have tO be massaged, but the mechanics have egos as well. Everyone wants to do the best job that they possibly can and they also want t0 be congratulated when they d0 it. They don't like tO get step- ped on. The attitude Of some riders always puzzled me. lt was like that with Sheene: when he won, the bike was OK but he was fantastic; if it wasn't for his riding the bike would not have got anywhere. I remember reading through some 0f the ー 0 CO ″ in ' 78 , when I went tO Europe. Sheene had said in ' フ 7 that the 、 m a was a lot faster but he was able to beat Steve Baker because the Suzuki accelerated quite well; or he said that the standard Suzuki was quicker than his on top speed but he could make up for it because of his riding ability and the fact that the factory bike was a little lighter. The point is that I sometimes , on races because my bike was faster than anyone else's. HaIf my career the bike was faster than I was able to ride it and it is important that the engineers and the mechanics that helped make it good get the recognition, because that is part of what keeps them going. AII such relationships are important in racing, even with the less obvious people ー the 0i1 guys, the helmet designers all helped me ⅲ my career. lt is all an exchange 0f input, 0f information. There have been times when a rider not in the top twenty at the Grands Prix has made a suggestion tO Tim Miller or Peter lngley that made sense tO me, and I used it and went faster. When things dO go wrong in a race you have tO understand enough about the motor cycle tO know what is amiss and rhat consequence it will have. One time I was riding a dirt track race in DeIaware, New Hamp- shire. lt was a heat and I needed to come third to transfer to the 倉 nal. I was running mid-pack and then started t0 run it up high and make some ground. SuddenIy the handlebars started shaking and I felt that either the engine was falling out or the crank was going away. I happened t0 100k down, going along the back straight, and saw that the swinging arm pivot bOlt was coming out. lt は s sticking out several inches but instead Ofpul- ling over and stopping I kept going: I knew how long the bolt was and I realised that I could keep going. I kicked it back in, and went on doing that on each straight, but because I was rolling the throttle 0 仕 and on in the corner it , ould work its way out again. I realised that there was no danger 0f it coming out altogether while I could keep kicking it back in because, under 血Ⅱ power, the motor torque would hold it in place. I went the second half 0f the race like that and worked my way up t0 sec- ond place. 、わ u could say that riding dirt track doesn't help you, because there are champions , hO have never ridden on the dirt. 、わ u could say riding a mini bike doesn't help, or riding a trials bike either, but when it comes down t0 it they are all pieces 0f equipment, all motor cycles that you have t0 manoeuvre, and the more experience you have on a motor CYCle the bet- ter you are going tO be. 25

I try tO be very individualistic and from the training point Of view the same things 叩 ply, because everyone's style is very different. Kenny knew what he had t0 d0. If I went tO Kenny and said, 'I want you t0 d0 twelve 0f this specific exercise' then Kenny would do fifty because he knew that was right for him. That mental input is impor- tant. When he broke his back before the start ofthe ' 79 season no one thought he could race again yet he came back, raced, and won the WorId Championship. He had no problem because he knew how to push himself, how far he could go with the injury. Every champion I have ever met is a thinker. They have a high mental c 叩 acity or they don't get t0 the top. Perhaps because Kenny had worked with himselffor so long before I became involved, he was wiser than most. He had studied his 0 , n development and worked out what was best for him. That makes it tough no as a team owner, because he wants tO press the ideas that worked for him on to his riders and, as individuals, they resist. ln general terms we are trying tO get racers tO the point where 60- フ 0 per cent of their diet is carbohydrate ー pasta, high-grain cereal, fruit and vegetables. About 15-20 per cent should be fat which is but- ter, meat fat, milk, that type 0f food; then 10-15 per cent protein, which you are going to get from milk, meat and fish. That is the goal ℃ shOOt for and I have a computer with a dietary program, SO I can sit down and design a diet for each individual making some allow- ances for their likes and dislikes. lt does not produce exact results, though and you cannot always eat precisely what is on the diet. SO, above all, you just have t0 be aware ofwhat you are eating and what the dietary requirements are. Along with that diet we push a 10t offluids, primarily water, and try t0 stay away from refined sugar. I don't want them drinking a whole 10t of cokes, and I try and keep them 0 仕 diet drinks just the same, because ℃ don't kno み enough about the effect Of the chemicals in them and what they d0 to the body. We don't really know what things like Nutrasweet and those kinds of additives do. Most of the research has been to see that they are not cancer-producing. OK, so they aren't, but they are a protein and ℃ dO not know enough about what they d0 in the b0dy. SO I would rather stick to water and the fruit juices, which are high carbohydrate and high energy stuff That kind of diet, with 60 per cent carbohydrate, is referred to as 'carbohydrate loading'. The 01d system used to be that you suppres- sed the carbohydrate level until you wanted the athlete to perform then you loaded him up before the event and packed him with car- bohydrate for energy. That is a good concept except that if you are training every day then you will be depleted in carbohydrates and never catch up when it comes tO the race. The carbohydrate level needs t0 be higher all the time, so if I go out and exercise my athlete, and blow that carbohydrate out ofhis system, then he will be starving for more carbohydrate intake to replace what he has burned up. 盟•e athletes I work with do not have t00 much of a problem with their diets, because their exercise programme tends to break down the body reserves early in the week. lt depresses that carbohydrate 160 Dean ー″ e お WO 々わ ~ g w ″み clinic わー C ~ 0 ⅱ 4. 石・ 4 わⅱれ g 0 れ eq 〃ゆ川 e れ一 〃々 e ルなな 0 れりカ 4 0 ア 4 2 og お 4 川川 e 4 れイ川 , be used 知イ e e ~ 02 specific

'We don't have tO dO more ofthis, do ℃ ? ' You can get into fights with some ofthem about hO , much more testing they have tO dO. lt is easy tO get the rider SO stale with testing that if you have a race the next weekend on the same track he can be right in the doldrums. So you are better 0 仕 , at our level, dOing the testing at a different track three weeks away from the meeting. Don't stay on at the same circuit and grind yourself t0 a standstill. lt is different for the rider who is still learning and improving, , hO just needs tO put more and more miles on himself and the bike. But our guys can get really close to their best after, say, fifteen 1 叩 s ー then you ask them to do another hundred 1 叩 s 0f testing. They get pretty bored about it all. One thing we lack is the time to go and see our bikes and the other teams out on the circuit. 、 Ou can learn SO much 仕 01 れ watching and timing bikes through a section ー that's why it is SO good for us to have Kenny wandering round the track with a stopwatch. He can see zhat is happening, and he 100kS for exactly the same sort of thing that we would be looking for. The more information the better. lt is definitely- a team operation. 11C team is important though most riders don't appreciate being in a team with another rider. There are those , hO will not use any- thing on their bike that they didn't think of for themselves, and they miss out on a lOt. lt is better tO have t , 0 riders, because you can filter out possible rider peculiarities from the machine testing. But the problem of having two is that, unless you are very careful, one will always be short-changed simply because when you finally discover something that makes the bike better, in the fourth practice session, there is no time tO change bOth machines for the race ー so he doesn't get it until the next ℃ ek. That is Why the number tWO rider Often doesn't dO much business. セ are getting tO the point where we can get rid of most of that because ℃ have worked SO hard at it. I believe ℃ can run t ー 0 number one riders, but a big part of that is to get rid of any feeling of inferiority between the two teams of people working. We don't tend t0 have that because we often have all four guys working on one bike if something needs d()ing. There iS no separation in our team. All our mechanics are more than parts fitters. They all contribute ideas t0 making the bikes go quicker,. That is not to say everyone is the same, for there are factories whO prefer tO employ parts fitters because they don't want interference. Yamaha, particularly, are a very liberal bunch of thinkers as far as ideas are concerned. They are by far the most open-minded ofthe lot. They haven't got engineering snobs in their company. 152

C カ 4 カ催 9 Machine design, development and testing } の〃わ 4 e ルみ飛 e 朝なーれ g わ ~ カ″” 04 イ 4 れィーな 0 れ e $ 加″ 0 れ yo 財 . ー e れル 0 g わカ e ー 0 イ $ わ e e ー as み e な e ル 4 れ the 川 0 ね cyc , ーれ” 02 わ 0 れ , わ財 4 ル ee ”イ 0 アル e イ ay , ″財ね yo 財ね 4 れイ get the 川 0 ね 0 ℃ c わ 4 れ ge 畆励 0 財わ″り , G お 4 れイ ー career ー $ 財イれツルル右 4 れイ″ 4 $ れ 0 財れ右″四 83 ル 4 we アれ 4 ーカ〃 together 4 襯 0 ね cycle 4 as カ 0 $ ″加 e “れイ可“ $ み . 7 e $ わ oc 々 ea イ 0 財襯 4 イ e sense, 4 れイ yo 〃 co 靃ーイ e ″ $ 0 〃 2e0 れ e わ″ 4 $ イ 0 ーれ g 4 れイル co 〃ア :x ル We co 財 可財ル 4 右川 0 知 0 ℃ 4 れイ go アな $ セ There were Other years when it wouldn't have mattered if you d put a stick where the shock was ー it would have made no difference. The frame flexed so bad that nothing in the whole world would make it work. lt made you feel like an idiot, because nothing you did improved it. ln ' 8 を when they finally made the bike stiff from steering head to swinging arm pivot, that made all the difference. We had the right linkage system in the rear. Up tO then ℃ ' d always had trouble because ℃ never did have a monoshock that worked. lt was only when Ohlins got involved, and designed the shocks, and changed the whole suspension layout, that the rear suspension started to work. From the day they started working with us my life changed. I actually started to enjoy riding the bike and sorting out the rear suspension, because what s going on made sense. I have spent a 10t Of time working with the Japanese since I started Grand Prix racing. I would go to Japan at the end of the season, around September, for a race that they run at that time ofyear, and we would have meetings over several days t0 discuss what we felt we should do for the coming season. What was the next step? Should ℃ move the engine for- ward, make it lower or whatever? What should the steering angle be? Where should the centre of gravity be? Sometimes I felt that they were asking me questions because they wanted t0 make the bike the way I wanted it; but Other times I think they just wanted to see what I had to say Either way it did not bother me that much, because I realised that they needed the input. There were things that I asked them to make, so that we could test, that never turned up. FIhere were 0ther things that I only mentioned casually that would get made. SO I , never sure what their reaction to what I said would be. engrneers have a pretty good idea of what they want out of you, 0f what they think is wrong with the bike, 仕 om their own testing 111

because they make the tyres; Yamaha, because they may have things on the bike that need testing; PauI Butler; and myself. I may want to go test- ing because Of tyres, the bike, or whatever, but it is Paul whO has tO get it organised and make it happen. SO four different people have a say in the testing. lt all has t0 be decided t0 try and make the riders perform at their best. These are all things that I have to do. ・ When I first came tO Europe Kel Carruthers was the team manager. He is still a team manager but he is technical manager, which is what I am really He works with the bikes and the riders, but of course I am closer to the riders and he has more to do with the bikes. lt is veryimportant tO get the right people in the team and that can be more important than having people who are the best offriends with each other,. There are different ways of getting on with each other and the problem with motor cycle racing is that it is a very competitive sport and depends very much on the individual. Even the mechanics, though they are a different sort 0f people from the riders, are still competitive. They do all their work to make their rider on their bike go faster. They are com- petitive enough tO want their rider tO win, because that obviously reflects on them. More important, though is that all the mechanics in the team work together and they do a great job, that is what makes them thoroughbreds. The riders are the only ones who, at the end of the day, are single individuals. 用 1 the people in the team are, you hope, the best of their kind. You are trying tO control a team ofthoroughbred horses, not a pack ofcarthorses. CaStt01 They have personalities that are different from the average people. Like most teams ℃ have tWO riders and it is very difflcult to get these individualists tO work as one team. Each rider wants tO beat the other and they are likely tO run over each Other tO dO it. 、 Ou cannot stop that, so you have to find a way to work around it all the time. lfyou could get the two tO stop fighting you ℃ uld end up with a less competitive team, or at least with a number one rider and a number two, and then the number two , ould be less competitive. You don't get that t00 much in Grand prix rac- ing because the riders are all good and very competitive. Mike Sinclair is in charge ofwhat goes on with the motor cycles. I give some input. We d0 not always agree what should be done, but things get worked out. One difference is that he is very conscious ofthe time-frame he is worklng in and what can be done in that period. I am not SO aware Of that, SO I sometimes suggest things that cannot be done in the time available. I am in between the riders and the engineer. I want tO try and get things done t0 the bikes that will help the riders go faster. 、 Ou can easily get intO the situation Of trying tO change t00 much and confuse the situation. There is only SO much time available at the Grands Prix and very often what the rider needs is just to ride the bike and try to get down t0 the 1 叩 time he should be doing. hat is the thing about having a team manager with some experience. He should be able to help. There was one time in ' 86 that I was watching Mike Baldwin in practice at Monza, and I could see he was having prob- lems coming through the last chicane onto the back straight ー it was important because the speed down there can make a 10t of difference. lt was obvious that the bike was geared wrong and was making revs t00 182 。ノ