53rd International Six Day Trial

53rd International Six Day Trial

Gold Medals Galore, but No Cigar for Americans

Joe Parkhurst

There may be motor racing events as long or longer. There may be events as tough on the competitor, maybe even tougher. But there is no question that the International Six Days Trials is by far the most complex of all forms of motor sports.

Displacement classes range from 50cc to 750cc. Scoring is accomplished with an involved penalty and bonus point system that must be watched on almost a minute by minute basis in order to tell who is doing well and who is not. The course, or courses, wander all over the countryside running on and crossing over paved sections, through towns and villages, through dense woods, in stream beds that are not always dry, use farming roads and animal trails, all requiring highly detailed maps to follow.

Though individual riders are acclaimed when they finish the ISDT with no penalty points, receiving an Olympics-type Gold vMedal, it is the teams who win the real glory.

Teams are comprised of a variety of riders. Some are Club teams, some are Manufacturers teams. The very best riders are members of Silver Vase and Trophy teams. The former are teams of four riders Trom one country, the latter are teams of six from one country. The Trophy team usually represents the cream of the country’s riders.

History tells us that the ISDT was created so that various motorcycle manufacturers could prove how reliable their bikes were. The first trials was in England in 1913 and as motorcycles have gotten better over the years, along with the improvement in abilities of an ever increasing number of capable riders, the ISDT has become more complex and difficult.

Today penalty points are added to a rider’s total score if his machine is too loud and if his lights do not work on command. Sweden, the host country for the 1978 event, threw an additional handicap at the riders by issuing traffic citations to riders whose lights did not work. They have a law requiring motor vehicle lights to be on whenever the vehicle is running, night or day. This created considerable chaos the first few days of the trial so they amended the rule regarding the change of parts on a machine to allow riders to change burned out light bulbs.

Further hardship is inflicted on the riders with the use of a complicated bonus point system. A rider gains bonus points based upon his performance against an established standard in a daily series of special tests. These tests resemble motocrosses or grass track events, so a rider who may be the very best cross country rider his nation can produce, must also be a motocrosser. Further, an acceleration test is thrown in requiring that he be a good dragster pilot as well.

These tests have little effect on the individual riders who are, for the most part, seeking one of the coveted Gold medals. The individual earning a Gold who also amasses gobs of bonus points, could very well be the highest finishing individual in his class from his country, or in the whole trial for that matter, but he receives no special or separate award for his efforts.

Bonus points were created several years ago to make the ISDT more difficult. They certainly achieved their purpose. The bonus point system has a profound effect on the Trophy and Silver Vase teams. Each team member must, of course, finish the trials “clean.” That is, with no penalty points. But the team with the most aggregate bonus points is the one that takes home the highly coveted Vase and Trophy, and the national glory that goes with them.

Finally, to complicate things even more, riders are allowed to change only certain parts on their bikes throughout the six days. A rider is given only a few brief periods each day to do this, and is allowed to use only the tools carried on his bike. This latter rule has been cleanly skirted and most riders will be seen using tools conveniently placed on the ground near him by a support team member. It is a serious no-no to actually hand the rider a tool. Non-interchangeable parts are sealed and machines are checked often for broken seals.

Replaceable parts include only tires, rear drive chains, and controls. A rider is allowed ten minutes before starting each day to work on his machine. This is most often spent changing tires. Under-fourminute tire and tube changes are seen every day. Bikes with quick detachable wheels are highly desirable, but few are actually seen on other than the very trick European factory bikes.

Sweden won the right to stage the 53rd ISDT, this for the third time. The first in 1923, the last time in 1966, in the northern part of the country. As was expected from such an organized, industrial nation as Sweden, the trials were staged almost without flaw.

A rather bizarre location was chosen as the start and finish: a western U.S. style theme park called High Chaparral, complete with Indians. Or, the “Wild West of Sweden,” as the proprietor Big Bengt calls it. Big Bengt made his fortune in the scrap metals business and had obviously had a bad dream some time or another centered around Knotts Berry Farm. The “western” decor consisted largely of scrap metal pieces, welded together and nailed in place in a rather unique form of what might be called Marxist Impressionism since many of the assorted metal objects chosen were nuts, bolts, hand tools, saw blades, engine components, drills, lathes, milling machines, etc.

High Chaparral itself is composed of rambling wood buildings, connected with western style fences and hitching posts, all suitably weathered. Cowboy style shooting galleries make up most of a western town. Big Bengt totes a gun and will fire off a round or two at the drop of a 40-litre hat. Explosions rend the air night and day so who notices all the noisy motorcycles?

Food, lodging and drink prices on a par with New York and Paris brought home the point of Sweden’s horrendous inflation. especially the over $2 per gallon gasoline price tag.

Opening day ceremonies were held in the shadow of a 200-ft. tall spidery tower, covered with more wagon wheels than anyone had ever seen. It was a marvelous platform for press photographs of the colorful ceremonies.

Nineteen nations sent entries, even Botswana. (They failed to start.) The host country is always allowed the most entries, so Sweden had 40 riders. Not that many more than the 37 each from West Germany and the U.S. Czechoslovakia entered 22 and could probably have sent less and still won everything in sight. They are that good at winning the ISDT.

Great Britain had 25 riders, all the rest had fewer than 20 each, down to the three from Mexico. Not really Mexicans though! Not if you consider Swedish/American Lars Larssen and Americans Fred Cameron and Jim Simmons beaners. They rode for the Moto Club Del Valle from Mexico. Lars had wanted to ride in Sweden, his home country, but failed to‘finish high enough in the ISDT qualifiers. After several attempts, Lars formed Team Mexico and persuaded Mexican friends to allow the entry. The AMA looked the other way, this once.

The U.S. Trophy Team consisted of Jack Penton, Ted Leimbach, Rod Bush, Keven LaVoie, Frank Gallo and Jeff Hill riding KTMs and well supported with people from the U.S. distributors and the Austrian factory. The dreaded Czechoslovakian Trophy Team, Frantisek Mrazek, Josef Chovancik. Kvetoslav Masita, Jiri Posik, Stanislav Zloch and Jiri Stodulka; winners of the 1977 Trophy and fellow countrymen of winners of six out of the last 10 ISDTs, were again the ones to beat. Their Jawas have taken on a more modern look this year, using Preston Petty fenders and Sachs gas shocks.

The naive tend to view their bikes with skepticism, which changes to awe in short order. The Czechs could probably take home the trophy riding Honda trail bikes if they wanted to.

Probably the most, if not the only, dramatic moment in an ISDT is at the start of the first day. It had rained the night before, it would be the last heavy rain seen until the final day of the trials.

The question on everyone’s mind is, of course, will the bikes start? Each rider walks his machine to the start from the impound, or Parc Ferme, (finish park) and has only one minute to start. If he fails tq kick it to life he must push it across the line to allow the numbers behind him to start. If this occurs, he is automatically out of the running for a Gold Medal with 50 penalty points and must be content with a Silver, assuming it starts the other five days, he rides almost 200 miles each day with a perfect score arriving at every check on time or ahead of time, his machine survives and he doesn’t blow it some other way.

What amounts to a crowd at the Six Days can only be seen on the first morning start. Not exactly a spectator sport, the ISDT attracts few other than friends, supporters, industry and rider’s check and pit crews. Usually they have only the first day’s start to enjoy the spectacle, for the other five days they are too busy to watch.

The smallest machines start first. They sound more like road racers than dirt bikes as they go through multi-speed gear boxes getting up to speed. Starting time is 7 a.m. for bike number 1, four leave at a time, each minute. The suspense is marvelous. The first American rider was Tom Krehbiel (KTM). in the 125cc class. The cheers that greeted his departure became the normal for each American rider’s start. Only Americans were cheering, obviously.

One fact about the ISDT must be understood; this is truly the Olympics of motorcycling. Europeans treat it as an opportunity to do well for their country. The glory they receive at home for doing well here is far more than what an American can expect on his return. Americans, on the other hand, are in it for fun and self achievement. Though they might be part of an ^American team, as such, rarely is any real patriotism shown.

True, most are here on their own buck, with little support other than that supplied by the makers of the KTMs the Trophy Team rode, and the Husqvarnas that the Silver Vase Team were riding, the various manufacturers’ team efforts, plus what ^support the American Motorcyclist Association, through donations, could put together. European teams for the most part are fully supported. Most big team riders, like the Czechs, are employed year-round to ride European style trials. They are constantly honing the talent needed to compete in these highly specialized events.

American riders are cheered on throughout the six days, mind you, but by a small cheering section. It is one heck of a long ways for enthusiasts to travel.

The U.S. Silver Vase Team, made up of Dick (The King) Burleson, Greg Davis, Bob Popiel and cross country ace Larry Roeseler, all rode Husqvarnas.

The first day produced several bad strokes for Americans. Rod Bush of the Trophy Team was ticketed by one of the omnipresent Swedish police, for not obeying a railroad crossing guard, though there was no train in sight. He was disqualified by the Clerk of the Course, but the U.S. jury member, Kathy Wanta, protested and Bush was fined $75 and allowed to continue.

ISDT expert Carl Cranke was taken out the first day with a holed side case in his Yamaha. Later, Vase Team man Greg Davis struck a tree stump, fell and broke his collarbone when attempting to pass another rider.

First day disasters weren’t over yet as Dane Leimbach tangled with a car and suffered a back injury and he too had to abandon the trials. Not a very good beginning.

Americans were mostly still running on Golds; Tom Krehbiel and Ron Lamastus were both off, about 10 points down. Steve Whitworth, a first timer from Texas on a Husky dropped two minutes at a time check. Barry Higgins dropped his Maico in the special tests and was down to a Silver, still going at least after failing to finish five previous ISDTs. Frank Gallo was clean, a performance he would repeat the next five days.

Trophy Team standings were; West Germany. Italy. Czechs, USA and East Germany. First time ISDT men A. C. Bakken and Larry Roeseler, both well known Baja names, were still on Golds as well.

Special tests for the first two days were held on a sandy motocross course in the woods and the Italians on Sachs and SWMs were really something to see.

On the second day the Zundapp mounted West Germany Trophy Team dropped to 13th when one of their star riders suffered mechanical problems, losing nearly one hour. Their team had won in 1975 and 1976. earning West Germany the right to stage the ISDT in 1979. It will be held not too far from Hamburg, at Altenkirchen. The West Germans have staged other ISDTs, notably at Garmisch/Partenkirchen in 1969 and earlier, and most ISDT fans welcome the opportunity to return to this most hospitable atmosphere.

Frau Mann, owner of the Munich Zundapp firm, has been a familiar sight at ISDTs, both before and after her husband died, tirelessly working the checks and pits for the factory teams. She is a beloved figure at the ISDT. Some say Zundapp will retire from competition when she passes on. It will be a sad day for all.

The second day ended well for the U.S., when they moved to third in the Trophy. Only one rider, Mike Rosso, lost points when he fell. The Italians were first in the Trophy at this point.

Day Three introduced a new course and a new Special Test, this one in a farmer’s pasture. It ran in and around the woods, and right by the barn in front of his house.

It was more like what a Special Test should be without any high-speed sections.

The Italian Trophy Team went to pieces when Pietro Gagni’s SWM had electrical> problems. Czechoslovakia’s team took the lead and the East Germans slipped past the Americans into second. The U.S. team held on to third spot. Mike Rosso and Frank Gallo both slipped off a plank forming a stream crossing. Bruce Kenny lost position when he had a flat and Jim Fishback lost one minute when he didn’t make it out of a huge mud hole.

Midway through the second loop in the Special Test a helicopter landed the King of Sweden, Carl Gustav, who sauntered around in a huge leather overcoat, surrounded by guys with bulging pockets. The first time a reigning sovereign had visited the ISDT, it ¿//¿/stir things up. He then flew on to High Chaparral for a look at the action. Try to imagine the President of the United States doing that.

By the fourth day, time and distance began to take their toll in fatigue of both men and machines. Our Trophy Team’s hopes went down the tubes when Jack Penton lost 20 minutes to a time check after fighting a flat and a leaking inner tube.

Gallo and Fishback were riding on the same starting number and continued their personal duel, Fishback beating Gallo this day in the Special Test.

U.S. entries included six manufacturers teams; Burleson, Popiel and Roeseler on Husqvarnas; Bush, Jack Penton and Gallo on KTMs; Rosso, Tom Penton and Drew Smith on Suzuki’s team No. 1, and Don Cichocki, Dave Hulse and Ted Worrel on Suzuki team No. 2; John Fero, Cranke and Fishback were on Yamaha team No. 1; Alan Deyo, Leimbach and Dennis Reese made up Yamaha team No. 2.

East Germany, Czechoslovakia, France, England, Holland and Poland was the Trophy finishing for the day, with the U.S. in seventh, behind even Poland!

Most American riders were still in the run and it looked like there would at least be a gang of Golds for individuals.

On the fifth day a new Special Test was introduced, this one in a gravel pit. It was another slow test, with lots of tight curves, marked off with tape tied to small sticks. The tape was almost as strong as wire and got wound around a number of rear axles and things.

Fishback was the first and major, casualty of Day Five. He hit a tree, breaking his arm. Al Eames, U.S. team manager, was later overheard trying to make travel arrangements for him, explaining to several people back here in the U.S. why he wouldn’t be riding a number of events Fishback had entered prior to the ISDT.

Mike Melton, John Fero and Ted Leimbach all crashed at the same spot on the road where Fishback had broken his arm. Melton bent his forks beyond use, Fero and Leimbach weren’t hurt.

Italians were leading the 50cc, 75cc, 250cc and 350cc classes, the Czechs led the 500cc class. One of the things that had made previous ISDTs more interesting was missing this year: the 750cc BMWs in offroad trim. A flock of 505cc Maicos and one overbored East German MZ made up the 750cc class. Just not the same.

Day number six rolled around at last. Riders and supporters alike welcome this day. In most ISDTs it is an easy one, comprised of a short ride to a last day Special Test. But ... the one thing this ISDT had not seen much of, rain, came with a vengeance.

The Special Test was laid out in a grass field that within no time at all hád become a muddy mess. All of the American riders arrived on time at the test after a 70 mile cross country mud slide, but several were on the line for the Golds, Silvers and Bronzes, with their performances in the Special Test being the key.

The test was a shambles, eventually being thrown out by the Jury after a rider fell in a deep ditch, blocking the course. It came as a relief to all since very few were^ doing well at all. When it rains in Sweden, man it really rains!

Sweden’s International Six Days Trial, the 53rd staged by the Federation Internationale Motocycliste (F.I.M.), wasn’t too bad after all. Barry Higgins finished one at last. Mike Melton’s Bronze was the only^ one won by an American. Very few took home a Silver medal, probably because of a lot of bad luck. Twenty-seven Gold medals were won by Americans, again proving that we can provide a large number of riders capable of mastering the ISDT on an individual basis, but the Trophy team ended up 5th.

We could use better “support” riders. “Support” is a nicer name for the kind of cheating the ISDT has made famous. The woods in Sweden were full of lone riders, especially Czechs and East Germans. They seem often to be “luckily” near a downed countryman with all kinds of special help/ such as repair parts marked just like those marked by the ISDT Jury.

ISDT lore abounds with stories of swaps of everything from handlebars to entire engines. None have ever been proven, nor is there a recorded protest of such an action. But all know it happens.

If you are planning a vacation next year, around September 10 to the 15th, and"“ might be near West Germany, and, just by chance have an off-road bike with you . . . just don’t tell who suggested it. Even if you couldn’t ride “support” in the dark of the Black Forest, you could always help run a •check or a gas stop. The ISDT could certainly use you.

The Czechs took the Trophy back with them, as was expected, the East Germans were second, not much of a surprise either. Though we have some really fantastic riders, it will be many more ISDTs before we develop good enough riders to bring that big, ugly hunk of silver back here. Although . . . Kenny Roberts is the first World Championship road racer the U.S. has ever had. Brad Lackey finished higher than any American before him, 2nd place, in 500cc World Championship motocross. Bernie Schreiber finished ... in World Championships trials. And don't forget -Scott Autrey who ended up third in World Individual Standings in Speedway. Are these guys trying to show us Something ’S

Results

* GOLD: Tom Krehbiel (KTM) 27th I25cc; Drew Smith (Suz) 9th 175cc; Dave Hulse(Suz) 13th 175cc; Alan Deyo(Yam) 14th 175cc; Mike Rosso (Suz) 15th 175cc; Tom Penton (Suz) 17th 175cc; Don Cichocki (Suz) 18th 175cc: Rod Bush (KTM) 20th 175cc; Ron Lamastus (SWM) 22nd K175cc; Ted Leimbach (KTM) 7th 250cc; Dick Burleson (Hus) 10th 250cc: JeflT Fredette (KTM) 19th 250cc; Kevin Piasecki (KTM) 23rd 250cc; John Fero (Yam) 27th 250cc: Steve Hess (KTM) 40th 250cc; Dennis Vandecar (Hus) 45th 250cc; Kevin LaVoie (KTM) 7th 350cc; Gary Edmond (Suz) 13th 350cc; Frank Gallo (KTM) 5th 500cc; Jeff Hill (KTM) 18th 500cc; Larry Roeseler (Hus) 22nd 500cc; Barry Higgins (Mai) 25th 500cc; Frank Piasecki, Jr. (KTM) 32nd 500cc; Bob Popiel (Hus) 33rd 500cc; A. C. Bakken (Hus) 37th 500cc; Dan Schuler (Hus) 38th 500cc; Dennis Reese (Yam) 40th 500cc;

SILVER: Steve Whitworth (Hus) 66th i250cc: Jack Penton (KTM) 67th 250cc; Bruce Kenny (Hus) 47th 500cc: Russ Powell (KTM) 59th 500cc; Mike Melton (Hus) 72nd 250cc.

TROPHY TEAM: 1. Czechoslovakia; 2. E. Germany; 3. England; 4. Holland; 5. U.S.A.; 6. Poland; 7. Italy; 8. W. Gertnany; 9. Australia; 10. Switzerland; 11. France; 12. Belgium; 13. Sweden; 14. Austria; 15. Finland; 16. Canada.

VASE: 1. Italy; 2. Poland; 3. Czechoslovakia; 4. Holland; 5. W. Germany; 6. England; 7. Spain; 8. Canada; 9. Sweden; 10. Belgium; 11. Australia: 12. Finland; J3. Switzerland: 14. E. Germany; 15. U.S.A.; 16. France.

CLUB TEAM: 1. Motoclub Italia A; 6, CATRA (Jeff Fredette. Gary Edmond, Frank Piasecki, Jr.); 11, Ft. Hood Dirt Riders (Tom Krehbiel, Steve Hess, Dennis Vancecar); 17, Cycle Nuts and Bolts (Ron Lamastus, Russ Powell, Dan Schuler); 18, United Enduro Assn. (Kevin Piasecki, Steve Whitworth, Bruce Kenny); 19, Perry Mtn. M.C. (Mike Melton, Barry Higgins, A. C. Bakken).