Kenny 0 わ e , ・お , uc 々 5 わツ々 e 4 川襯 4 れ住 ge ″み Wayne 4 わ ~ の , れイ engineerMike S わ ~ c わ・ イ c 〃わ ~ g tactics 4 ー tbe 1988 4 カ 4 れ ese G 4 れイ , ・ⅸ T わ 0 g みれ 0 ′ひれ ge お CO 川 pe 〃れ g , King Kenny 500 ア e れ 0 〃 g み知 g れで 川 ac わーれ e 4 れイり , , で イ e e ~ 02 襯 e れれ He s イ the ag 〃れ 4 Seca ( わ e ~ 0 リ q アり 4 ー tbe み eg わ " れ g 0 工 1987 4 れイ 4 ー 4 お 4 川 4 み可 0 the s ー 0 工ル e 1988 $ ea $ 0 れ . C わ 4 カ催 70 Machine preparation 4 りイ ea ねみ 40e 4 セ 4 襯ル右な go わねイ e e ん 2 住れイ財 4 川 0 知 0 ℃ 0 れみ e race な ac 々わ 4 〃れ $ わ e な e ルれ the e 0 工 the み飛 . ーイ 0 れ 0 4 れ 4 セ 4 ~ わ e e ′わ e 0 れ difference み e ee れ〃 $ 4 れイ the 0 ル e セ 4 川 $ ル“ 0 れ e has the W わ河イ C み 4 川 2- れイわ工 0 勝 e 襯 4 れイ the e イ 0 れ ' れ We み 4 e e02 れカ 0 ca れ 0 お々 0 れ the み飛 4 イイ e e み e な e 川 ac わわ肥 $. 励′み住 e 知 0 々ールイ e わ 0 ー″セ 4 れイカ財 $ わ tbe み飛ね the ″川ル 4 石々 e ゞわ肥加わ ~ charge 0 れ the セ c われ 4 ーイ e 0 工 the セ 4 襯 4 れイ lfeel be the み e れル e ア el イ . ル石々 e ゞ i れ c 加 ル 0 0 〃 e 々〃 0 肥 s 襯 0 4 わ 0 〃イな G お 4 〃イ r な 500 engines 4 〃 外石々 e. 〃 e 肥 0 e イ肥 / Ⅳ〃〃 4 og, 4 〃 e 〃〃 e 〃 , Vi g / 〃 / 0 お夜ア 4 4 〃イ火 4 〃の . , 外 4 襯 0 0 〃 the / 4 け 0 S ″コイ々ノ 4 襯 0 0 〃 the 肥 0 々 s Ⅳ S500 4 〃イ NS 火 500 〃 0 〃イ 4 4 〃イ 4 イ 4 襯 0 / 4 , 4 石々 e お 4 肥 / 〃 , Kevin Magee 4 〃ィー輸 ) , 〃 e 火 4 / 〃 0 〃襯 4 わ 4 & He わ as ノ〃 as 襯″ c わ 0 ガ the c わ racer 4 〃イカ 4 カ 4 ⅳ〃 g わ / 襯グ raced the カ 0 わな ofbeing 四 72 New Zea / 4 〃イ 250 4 〃 / 0 〃 , わイ 0 concen- な 4 〃〃 g 0 〃襯 ac カ / 〃 e カお g カ ara 〃 0 〃 . 〃 e アお肥 e 〃方〃 0 カ e / 00 々 after Stu A 4 〃ー火 G500 S ″コイ々 / / 〃 797 丘 Whether you are racing the latest factory 500 or an 01d TZ550 、 m a , many 0f the basic principles 0f machine preparation are the same. Most importantly, as far as speed and getting the best out 0fthe machine are concerned, you should spend most time on making the carburettors work properly. There is far more t0 be had there than in tuning cylinders, pipes or anything else. lt is easy t0 think the carbs are working well enough but it is Often incredible how much 0f a 1 叩 -time gain there is t0 be had by working at them. Even when you think they are right you have t0 keep on try- ing different ideas, because that is when you will find the needles that work better right offthe bottom, or make the thing pull harder in the middle. lt is very hard to tell, on a transient throttle, how well the bike is actually running. 、0u can only really find that out by experimenting with different stuff and comparing the two. You have to rely on rider feel for your experimentation all the time, because one 0f the big problems with dyno testing is that it tells you 14 5

the gas tank was set and the position Of the footrests. I preferred shorter gas tanks so that I could put my weight further forward. lt's important tO have the bike fitted tO suit you, SO that you feel com- fortable. The seat must be right, with the correct amount Of rubber and SO on. The important thing is that the bike feels OK for you, it doesn't mat- ter about the facts 0fthe thing as long as it feels right. If a rider wants pink handlebar grips that's what he should have. There are good scientific reasons why hanging 0 仕 helps cornering. lt does allow you t0 keep the tyre more upright, SO that you can make use 0f a bigger contact patch. The more upright the bike is when you get the power on, the more control you have. If the bike is on its side the tyre will be on the edge, and when it slides you will be right 0ffthe edge ofthe tyre and you won't get it back. There is no set limit t0 how far you should lean 0 仕 , though I think that sometimes Randy goes t00 far. 0 knows where the limit might be? Five years from now everyone might be leaning 0 仕 like Randy. The problem is that leaning 0 仕 so much makes it slower t0 go 仕 om le れ to right, and that can be a big minus. There are places where I had no time tO climb from one side tO another, like some ofthe tight chicanes at lmola. Then you have tO work out which way is the most important. I would keep the bike more upright going in so that I could hang 0 仕 on the 0ther side for the exit. That would give me a bigger advantage because I could get a better drive coming out. Once I started sliding the back tyre it was natural tO relate this tO the way I rode a dirt tracker and that is where squaring the corner came in. lt is natural for a road racer whO dirt tracks tO square 0 代 the corner ー not that all dirt trackers square it 0 圧 I am a dirt tracker / hO squares 0 仕 a dirt track corner a 10t. 、 Vhen I started running the front end in a little S10 ℃ r , and getting the gas on earlier so that I could get that slide going, I started squaring 0 仕 the corner. 、 Ou can't just square the corner offbecause you feel like it. 、わ u have t0 get the bike sliding a little t0 d0 it. You turn in hard by using the front and push the bike down on its side, but then you pick the bike up as you get on the gas and complete the turn by sliding the back end round, steering with the back wheel, not the front, once you have the power on. That is why Freddie likes the bike t0 come on the power suddenly, it gets the back end sliding. When he goes int0 the corner he turns the throttle just a little and gets the back end sliding, so that the bike is coming round t0 be pointing at the ⅱ angle heading for the exit. He is turning and can get on the gas harder, pointing in the right direction coming out. When you run into the corner and flick the bike on its side, for a very brief moment 砠 the weight is on the front tyre. 、 Ou push it very hard with all the load on it but it won't slide away because, before it has a chance tO, you are getting on the gas and, once the back takes 0 仕 , it has 砠 the load and the front has none. lfyou ride a normal style and are just going round the corner you stand much more 0f a chance 0f losing the front end, because you have it loaded for a much longer distance. If you get on the gas then you are so far over you may push the front end and fall down: you are at the wrong angle at the wrong time when you apply the throttle. I never lost the front end. I always pushed it but I gave it such a short time tO slide that it never gave up on me. I remember in Argentina, at the 72 Corkscrew co おれ e ハわ ~ tbe wo , ・〃々 e the CO ド々 $ c お e 4 ーえ g 〃れ 4 、 eca. 7 れア hc ー″ ' $ 〃れ一 4 〃 e , わ 0 〃ー″ル 4 ーわ 0 ~ イ $ 00 イ ア 0 ′ 4 ~ 0 ー 0 ア 0 ーみ e ド CO おれ e お $ 4 ー 0 ル e , ・わ・ ac 々 s ル 4 ー tbe 川 OS ーー襯 0 ドれ一ルわ get ルお 0 〃 g わ″わ ~ g00 イ $ わ“ e 知〃れ e 〃 2 ア 0 お the $ eco れイカ 4 おれわ〃 4 お e れ go わ ~ g 知 ga わ ~ 4 れルわわ ) , わ e わ ~ g ア 4 ルお 0 〃 g わ tbe ー , す the left- み 4 れイ e becauseyou re going イ 0 肥れ the わー″ ルド 0 “ g わ the おなわ わ 4 れイ e れ ・ } わ〃 have 知 get tbe わ ~ 々 e 022e イ住れイれ・れイ w ″わ 2 れり , 0 工 04 ィーげら $ 0 ル 4 り 0 〃 ca れ ge ー 4g00 イ イおれでイ ow れ the わー″ 4 れイ ルド 0 〃 g わ the おわわ 4 れイ e ー 0 ル e w e , ツ 0 〃〃ド〃れ 0 〃ー 0 アお 04 イ there tvhen ) , 0 〃 $ わ 0 〃 ~ イ be み 4 おイ 0 れ the gas 4 れイ 4 わでイ ) , 〃 , れ g 〃 2 ア 0 ′・ the れ e ー

お acec お 4 アルわ ~ sgo w お 0 れ g Silverstone わ ~ 1981. イれでイ〃れイ e おみー川 going わ 0 ーみ e 工ー′ s ー co れ e お 0 れ′み e last ー“ 2 4 れイ , “″わ 0 〃 g み 設 0 わ e , ・おわ 4 イ tbe 0220 4 れ一り , 知お e24 みー川 れを , 0 CO おれ e ~ 4 be ィーイ れ 0 ー m41 知 be なイわ ~ g ー 0 4 おイ s tbe last CO れ e W わ 0 イ co ′ e. ひわ e ぉ カ ~ 4 れれ e イ知 0 e 4 々 e the D 〃′ c み川住れ tbere わ〃ーわ住 c 々 - 川 4 , ・々 e $ 20 〃 e イル ep れ . 設 0 み・ 4 れイ Sbeene み 4 イ 川 4 れ ) , g 4 ーわな s み e お acec 4 ア was every わーー as われ 20 おー 4 れ一 4 $ み 0 お sepowe り , , で s “れ 4 イわ ~ g れれ Tbe B ド″なわ G 住れイェ 4 ー 5 ″でパ知れ e わ ~ ' 79 $ りー c 4 as Sheene's CO 襯川れ , お e20 e イわ ~ 、 fotocourse ーみー S わ 0 わ 0 〃ーエ 0 〃おー 42S ・ 0 川 tbe e れイ we $ ードー e ィー 0 go $ ~ 0 e case 0 工・ 4 ″ e ) , 0 〃 " : " 、 0 , ea ′り , 4 ア e ) , 0 〃 . ′ " But we 々れ e w み 4 ー″ w ひ〃 CO 川 e 知 0 れ tbe last ~ 4 カ . you can sometimes feel it on your back SO I guess it does have an effect but not a big one. When the bike behind whips out to pass you then you really know you are being slowed down. You feel it more on a 250 , because the 500 has the power t0 keep going. I have geared the bike t0 take advantage 0f the slipstream, especially the 250 , anticipating what might h 叩 pen if the gearing was a little short and ℃ came tO a slipstreaming situation. By gearing a little tall you can make the best use 0f the slipstream, because with a tow your engine will rev on all the way t0 the red line. We also geared to use the draft in qualifying sometimes, reasoning that if I could pick up someone's slipstream then that would help me put in a quick lap.When it came tO the race ℃ had tO work out and try tO antici- pate how things might go, because if we geared for a draft and then I found myself out on my own I might never get the bike up tO its maximum rpm in top gear. We did quite a bit 0f that. There were occasions when I had such a rocket ship that I didn't have t0 use the slipstream. But that doesn't happen often, especially in Grand Prix racing, and you never go out ontO the tiack thinking that you won't use anyone's draft. lt is always an advantage you can exploit. 、 Ou might say, 'My bike is so fast I don't have to draft' but use the slipstream and you have even more Of an advantage. I also used slipstreaming tO hang on t0 faster bikes. If I was gaining on the bike in front I would hang out to the side a little. I wouldn't be able t0 get past but I might be able t0 pass at the end 0f the straight, or at least I would have a good view of the corner coming up and my braking marker. If you are the one being drafted then the most likely place you are going t0 be passed is at the end 0fthe straight. You should be prepared for it. He will probably come by up the inside and it can be scary because suddenly there he is, taking your line. You have t0 keep your concentra- tion up and 々〃 0 肥 where you are going, because he has just ducked underneath and you can't see your line any more. The horizon has changed and instead 0f looking at an empty track you are looking at the back Of somebody At that instant you have t0 know where he is at on the race track, and where 10 ″ are. lt is something tO watch out for because, with someone coming underneath SO fast at the end Of a straight, any- where like the SaIzburgring or Hockenheim, you can very easily end up running 0 the race track coming out Of the corner. You have tO know where you are at all times. If some guy slipstreams you ⅲ the middle 0f the straight then all you have t0 d0 is tuck in behind. Unless his bike is a 10t faster than yours he is not going t0 be able t0 get away. 、 Ou d0 have t0 be aware, though that when he comes past there may be someone else in his slipstream already. That guy should be aware 0f what you are likely t0 d0, as he can see you being passed. The rider being passed will not be able t0 duck in t00 fast because, when two bikes pass, breaking the slipstream, they are pushed 叩 art by the force ofthe wake and then, when that passes, the second bike can tuck in agaln. lt is a tricky manoeuvre and all the riders have tO be aware Of what is going on and anticipate it. lt is not worth weaving all over the track tO try and stop some guy 仕 om 79

just want t0 wander 0 仕 talking. They should be spending their time on the bike. During the season that should be your wh01e focus 0f attention, you should be zeroed in on that bike. lt is so often up to the people working on the bike t0 make it go fas- ter. We think of modifications, alter the bike, then the rider goes out and we see ifhe can go quicker. The riders get bored stiffwith testing: 151 T みなな the 198J OW ' ア仇 A ″わ 0 〃 g み tbere で teething な 0 〃わ ~ e 4 ーエわ・ s ら tbe V. ア 0 〃お } 川 4 わ s わ住で イ e e ′ 02e イ 4 わで川 e れイ 0 〃 s れイ tbe 0 イ e ドれ ac わ tWO s わ・ 0 々 e ce おーわ〃 , れ 0 ー ル e ″ c , で 4 で 0 工 j で

Ba な〃れ g w ″わ Gregg 〃 4 れ $ ア 0 おイわ ~ tbe 4 わ ~ 0 れ the 250S. 0 わ e 4 れ 04 ) , s e 可のでイお 4 朝れ g tv ″わ the 〃 $ わ・ 4 〃 4 れわ〃ら as be e 2 わ , he once 川 4 イ e 4 classic 〃 $ ′ 4 々 e わ ~ tbe et, 〃イ g わ ~ g 4 れ 0 ・々わ ~ g カ 0 一わ〃ーり , w わわ知 0 々わー襯 0 ガル e れ 4 ・ 0 イ〃れ e. Wayne Rainey was riding ⅲ his first GP. He and Martin Wimmer had the same bike and the same tyres, and they raced together for the whole race, which was wet. Wayne's back tyre was bald at the end and the front tyre was like new. On Wimmer's bike it was the Other way round. lt's just the American style and the way ℃ learn tO ride a motor cycle. And it suits riding in the rain. If you go fast in the rain you take the chance offalling down more than you would in the dry, because in the dry things are more predictable. 、 Ou know 仕 om experience hO , fast you can go intO a turn. ln the ℃ t you cannot be that sure. Some Europeans are better than others in the ℃ t. Like Sheene: he had enough feel and technique that if it rained at a race track he liked he could get on with it. He was never as bad on the front end as Christian, he was smarter and he didn't like falling down, it wasn't his thing. When you are riding ⅲ the wet you have to watch your style and also the lines that you choose. Don't take risks. Trying to find the dry or the driest line is more important than the right line, because you have tO find the line that gives the most grip. That will be the dry line if there is one, but ifit is all wet there will still be some places that are more slippery than others. A 10t Of race tracks often have cars on them and most Of the time they lay a 10t of rubber and oil where they put their outside tyre. Some- times you have tO stay inside and sometimes outside this, but it is almost always a slippery patch that is well worth staying away from. 、 Ou have to watch and feel all the time. What may be a good line at the beginning 0fthe race may run through a three- inch puddle by halfway, so you have tO change your line. 、 Ou have t0 100k for the least amount 0f water, and keep clear 0f the rubber and oil, but conditions will be chang- ing all the time. You have to 100k where you are going and feel for grip with your rear tyre. Any time that the front starts tO push you're looking at disaster, and you have t0 d0 something different. ln the rain I always go a little more cautiously, a little slower intO the corner, and give it more gas coming out. That y I can find the lines that are giving traction and discover hO , much grip there is available. This also heats up my back tyre more, which gives more grip. The only problem is that when it starts t0 dry out you can be in trouble with that rear tyre. If the track is drying out you want t0 keep the tyres as C001 as possible, because heat really kills these so com- pound tyres. lt is worth looking for the wet patches on the straights where you don't need the grip and running through them. That will get some water on the tyre and keep the temperature down a little. 、 Ou shouldn't hang 0 仕 the bike as much in the wet. 、 Ou don't need the weight transference. 、 Ou should soften up the suspension, front and rear, depending on the bike and the rider's preference. Some people like a high ride height in the wet, some 10W l'm not sure it makes a great deal Of dif- ference. I always took half a turn 0 仕 the shock pre-load and lowered the front by 5mm on the spring pre-load. That gave me a little more feel, and we also backed 0 the damping. lt all makes the suspension move a little easier, which helps you know what is going on, and you are not braking or accelerating as hard SO you dO not use as much travel. ThiS means that the initial suspension iS SOfter SO that When you go rushing int() a corner 105

Ke れ〃 ) , 0 み e お describes tbe セ c われ一 e 〃 ed み ) , 4 ー 02 イ e お 0 れル ca $ 盟一々 e Ba ーイわり知々 e 住 90- イ eg CO おれ e ールな 20 わ ( 1 ) , ) , 0 〃ケ e み 4 イ 0 れ tbe みぉ 4 々 e $ , ー川〃川 お es $ e , $ 0 ーみ 4 ー the e みーな〃 0 れル e ・ひれを wbeel れイル e アお 0 れ一 $ 財 $ カ e れ $ ー 0 れな co 襯 2 esse イ . AII tbe イ e ' $ で一 g みーな 0 れわな 4 , ・川 $. ( 2 ) S ″〃わ 4 々わ ~ g tbe み一々 e 0 れ″ $ イ e. ( 5 ) The なれ $ ″ー 0 れ 20 れ一 ア 0 襯川 4 わ〃〃みお 4 々わ ~ g ー 0 川住わ〃川れイおれ - おー e. T みな靃わ e co 2 イ ーれ $ s みひおーイなをれ ce 4 $ 20 ーわ . みわ e お e 04 ca れ々 e ″襯 e , ルみ〃 e10 〃 e getting tbe み e れ e イわ ~ tbe おみー イわで c れ 0 れ . ( 4 ) 〃〃わ ~ g tbe わ e イ ow 〃 4 〃イ ge ′なれ g み住 c 々 0 れル epowe ド知み e ゆ ″ー 4 おル Gettbe お 0 なー e 0 ガ idle SO ル住ール e 工お 0 れ一 e れイ tbe “ pex , ) , 0 〃 $ み 0 〃 4 ル ea イ ) , わ e20 われわ ~ g わー tbe おなみーイわで c ″ 0 れ . Tbe ) , 0 〃 $ わ・ 4 われわ ~ g tbe み一々 e ア 0 4 イわで c ーイおれで イ 0 躍れ tbe s な 4 なみれ ( 6 ) T' み e20 の・ $ わ 0 “ be CO ″れ g わ ~ わ住 , ・イ because 0 〃お e れ 0 ー 0 れ ge お 0 ) れ g 住わひ〃ール co れ e 4 ″ル 4 ー 0 ′々わ as been イ 0 ” e. } の〃 $ みひ〃 ~ イ ノ〃わ e ア〃れ g 工 0 お g おゆ 躍″み the み ac 々 e れイ〃れイ e ド ″ー ax ーー〃 ~ acceleration. ( フ ) e ール e み一々 e れ 0 〃ーね the 肥わ″ e 〃れ e れイ use 4 〃 the , ・ 0 イー w ″み 0 〃ー g み″れ g keep ″ 0 れ tbe な ac 々 . 〃 ) , 0 〃 4 e み 4 ~ ツれ g ねわ 0 ~ イ 0 ガル e ルぉ 0 な are お〃れれ一れ g 0 〃ー 0 工お 0 な 4 ーわ e れ 04 で みん w れ″ . ' 1 2 57

ac ce 川 ea れ $ 躍 0 々わ ~ g 0 れ tbe わー々 e $ 0 ルー ) , 0 ca れ cuttbe ー 4 カ″川 e. Tbe g 4 れイ $ ー住れイ $ 4 ー $ 24 are イ e $ e おイみ〃ー tbe CO れ ce れ一 4 〃 0 れ一れル ep ″ $ な 100 カ e お ce れれ Tbe G00 イ ) で 4 お c みれ icians ん 0 々 0 れ わ〃 e Ca お〃ル e 4 れイ ル 0 みみ C 々 0 お々 0 れ tbe ea , み ee れ C わ 4 臾催 2 Practice } わ財 ca れ ac わ 41 り , 0 れ e ね be 4 04 イ ace 震 O み財 $ れ 0 夜り , 0 れ e go れ g ね be 4 W わイ C わ 4 ”ゆれ because ル e $ 〃 c わ 4 ルーれ g “ $ れ 4 お 4 ー 4 みー″“れイ の 4 設 e り , わ 4 イね川 ea 財 e. 0 川 4 な e み 0 肥川財 c わ ー ea ~ ね race 4 0 0 0 ℃ー e. Randy learnt when he first came t0 Europe 仕 om watching me, from f01- lowing me round the track. You can learn that way, and it's possible t0 save yourself a lOt Of time by having someone tO watch and someone tO answer your questions. For a young road racer that can be important: it can save you perhaps a year, or even a year and a half. I helped Wayne Rainey and Jim Filice early on, when they started road racing seriously I would say that Wayne learnt the most from me. He would ring up and ask questions, we would go over things on the phone, problems he was hav- ing out on the track. What practice is all about is getting you and the motor cycle tO go as fast as you can possibly go. lt needs constant preparation and input, input intO your 0 , n personal computer, until you are ready and the bike has been sorted out as much as possible in the time available. Then you can put together three or four good fast laps, as fast as you and the machine can possibly go. lt is not hard to do but you have t0 work at it. I have probably had pole time often anybody, and it is a matter ofpushing each little thing t0 the limit, finding out what goes wrong first. For example, on the braking, 迂 I am gomg for a fast time 田•d the bike is starting t0 dance around at the rear then that leads me to think that the r 燔 are a little t00 so れ on the last inch and a halfoftheir stroke. I come into the pits and adjust that, and it allows me t0 brake just a little bit later and pick up a fraction on the lap time. lhen, I go a little bit faster, somethmg else will come t0 the surface. Perhaps the back suspension is starting tO load itselfup t00 much I go intO the corner a little harder, saggng a bit t00 much, and that is changing the steering geometry, making the bike lazy t0 steer. makes the front end feel insec- ure 田 ld will eventually make the back end come around. SO then you come ⅲ and try more bump damping, or more pre-load, whichever you prefer, and try again. Then you get back out there and find you can go faster, so you are exerting yet more pressure, and perhaps the front 応 r 燔 are saggrng and reqmre more 0il or a harder spring. you know what t0 expect, you know it is going t0 be stiffer and will take more abuse. If it works, and you have made the right adjustments, you will usually come up with a faster time without even thinking about it. 29

0 れ e 可ル e g わ〃 g みな可 1981 tvas ルル e ・ 41 わ e れ ee れ 0 わ e おな , 〃イ 盟ーイイ e ーわ〃 & Graeme C お os の , わ 4 イロ s み e イ 0 れ′ 2 3 なー Stowe CO ドれ e おー住々わ ~ g Ba 1 Sheene 4 れイ丿 4 お CO 〃 cc みわ ~ e 〃ー tv ″わわわ〃わ″ 0 the ca わ工〃 ce $. 第 0 , ・ 18 ー ps KO お々お 4 〃わ ~ g 知れ 4 な 0 4 れでわ , ・ 0 々 e 0 れ tbe K 住 wasa 々れ Then, w ″み 3 0 工 the 28 ′ 4 第 s s 〃〃知 go, ノな襯 0 ' S S 〃 z 〃々ー seized 20 肥 e leaving 設 0 わ e おなー 0 知ル e ア ag. The D 〃わ川れ わ 4 イ the わ e な e ′お〃れ 4 ーれ 0 わ ac 々・川な r 々 e 0 れ tbe わ 0 W わ 0 イ CO ′ e 〃イ WO れ , even ル 0 〃 g わわにイーイれ 0 ー 4 〃 $ e be わ 4 イ第 4 e イ ル e 川〃れ″′わ e saw tbe ド e カ ~ 410 れ v なー 0 れ .

C わ″“れ Sa ”・ 0 れ , seen イわ ~ g 0 わ c おわ ~ ea イ〃れ gp お〃 c ″ ce 工 0 , ・ tbe 1988Y42 れ e $ e Gra れイ , ツェ , excels わ ~ the wet. He WO れ tbe 1985 W セ Ge 川 4 れ 〃ひ c 々 e れわ e ー川わー s ー襯〃 4 ぉ CO れイ″ ~ 0 れ s わ〃ー 0 わ e お カ 0 わ $ 0 〃ールーりれ g 0 れ ル e 工 0 , な e れイ“ $ be does お々ツ even ーれ the イり ,. 102 We went tO the startline and they gave us a couple Of laps Of practice tO get used tO the ℃ t. What I did was go round real SIOW and use the rear tyre t0 feel for how much traction there was. I had no idea how much grip the rear tyres were going tO glve, SO I just kept testing, giving it a little more po ℃ r and a little more, a little earlier in the turn every time, till it started tO slide. When they dropped the flag we just split. I think there were two English riders in the top eight, maybe Sheene and Grant. As for Croxford, I remember coming around tO the second and third corner, the right and le 代 0 仕 the back straight, and seeing the flags out meaning that there was someone 0 圧 I thought, 'Oh man, I hope that is not one Of the American guys', because 0f the team points. Then I saw it was Croxford, taking 0 his helmet and wiping 0 仕 some mud. After the race, which I won, I went

″ wa $ 20 ーみ ~ e ア 0 ぉ設 0 わ e 知れ tbree Ⅳ 0 おーイ C み“川れ $ わゆわー四 78 , み尹′工〃〃 ea $ 0 れ , tbe 250 , 500 4 れイ 750. ーイわー g tbe 750 ea れ一おれわ ~ g 4 c ー尾〃″ $ ー 4 れイアわーイわー g り e $ ル 4 ′ 04 0 ド々 0 れル e 川 . 0 れ e 0 工ル e 襯 $ tbe お 0 “ g み 〃なー ac 々 4 ー、れで〃 e $ close ーひみ e e ル住 20 ー eo れ 4 $ イ e. 工イの , Ⅳ〃ーれ g 知れ 4 ー Wa おん 0. 0 わ e おおみ 4 イ ー“ , 4 れイ was 022e イわ ) , 4 み 0 々 e れ c みわーれ s れ e ルー e. ガéc ′れでり , お 0 わわ e イみー川 0 工 4 , り , 4 $ 0 れみ cbance 0 工ル e c み 4 れ $ みゆ . e 一れー e. ) , ん 0 々 $ 0 れ wbile Ke ー Ca " ル e カ 4 tbe correct $ OC 々 e ー 0 れ tbe wbeel w ″み the tyre 知 be tested next. 設 0 わ e おなー $ 0 〃ー 0 物ル e り e 々 4 c ーな 4 ″ーりゼれ g so e ルーれ g else 0 れ tbe 0 ル e み一々 e. He 〃 4 ~ イ 0 れ 20 , seven み〃れイ 4 ル $ 工 4 $ ー e ーみ住れ pe れ ce れ getting your confidence back in exactly the same way, just gradually working at that one corner, taking no notice Ofthe back tyre because that is some standard 01d thing that you know, and anyway you are not push- ing it that hard. Round the rest ofthe track you will be taking note ofhow the front tyre feels through some other corners, how it feels over the bumps, how li it makes the bike steer, but you are only really pushing tO the limit, using all your skill and concentration, on that one corner and you push and push until you find the limit. UnIess you can work up to the limit with every tyre you are not testing it, and you won't be able t0 tell the tyre engineer what he needs to know to do hisjob. good guys can d0 it within a few 1 叩 s. They can say, well, this one pushes, that one doesn't. 、 Ou can't dO that on every corner, you cannot use 120 per cent concentration at every point on the race track. 、 Ou have tO cruise on some Ofthe corners and just pick a couple ofcorners to push it hard. You don't ride round and round looking for a good lap time. 、 Ou will do that towards the end of the test session, when you have got front and back tyres that you think are the answer. Then you will want to run 0 a series of fast 1 叩 s to see how both tyres stand up to 1 叩 after lap at high speed ー but that only comes when you have weeded out the bad stuff. My tyre testing started with G00dyear and that was because I was prob- ably the fastest racer they had when I was starting my road racing career. I did a lot of testing on the 550 and was probably one of the first guys to use the slick tyre. I was working with BiII Robinson and John Smith in G00dyear's early days, trying to make a slick work. To my mind they were the answer, but no one else wanted tO test them because they didn't work at first. When they were first tried they caused some very bad chattering problems. I worked with Goodyear, testing and testing, to try and find out why they chattered. I wanted to use the slick because I could already feel it gave more traction and was just about impossible tO slide, but you never could push it that far because it chattered so bad. lt was just about unridable, it didn't matter what compound ℃ used. We thought that the chattering might be caused by the tyre not having a tread pattern, SO the Goodyear guys started tO cut tread intO it, tO see how much it needed to get rid ofthe problem. We ended up cutting a 血Ⅱ tread pattern in those tyres and they still pattered. We had one cut just like a triangular l)unlop, which was the best tyre at the time, and it was still no good. Then we realised that it wasn't the rubber or the tread pat- tern. I felt that it had to be something else, so I went into the truck and grab- bed the used DunIop to have a good look at it. As soon as I got hold of it the casing felt so so 代 that I thought this had to be the answer: the casing construction and the lack Offlex in the tyre were causing the chattering. We were at TaIIadega at the time and John Smith went back to the fac- tO 巧 ' and got tO work on a batch Of new tyres with a much more flexible casing contruction. He flew tyres in tO dO the next race at Laguna and they looked like bicycle tyres they were so so れ . They blew out to a good shape once they had air in them, though and ljust smoked everybody in the race. That was in ' 75 , I believe, and after that it was all slicks and there was a 10t Of testing tO be done. As it was a new thing the engineers could 91