Wednesday, July 16, 2014

Road America


The week after Shannonville, I made the annual trek to Road America, Elkhart Lake, Wi., with Grattan, Mi., the next weekend.  Jamie Waters generously offered me the use of his ex-Bruce Yoximer Seeley G-50.  The bike had last been raced at Barber M/S Park in 2011 by Todd Puckett.  In fact, I was racing Ken Rosevear's Goldstar and Todd and I went back and forth a bit.  I finished ahead of Todd on Sat. and Todd finishing ahead of me Sunday.
So, Todd had a good ride on the bike the last time it was raced, so it must be ready to go.  I talked to
Todd, and through the mist of time, he remembered it being in good shape.  Well, not exactly.  For one thing, the gearing had to be changed.  When I picked up the bike at Jamie's space in Jersey City, while checking out what gearing was on the bike, I noticed what looked like a crack in the frame behind the swing arm pivot on the drive side.  But, the light wasn't good and I couldn't be sure.  When I got to Rd. Am. the next day, it was clear there was a crack.



  I talked to Randy Illg of Framecrafters and he agreed to take on a repair.  This involved taking out the swing arm, stop drilling and beveling the crack, TIG welding that portion that wasn't already brazed, brazing the rest, then fitting and brazing a gusset to go over the whole shebang.


Then I changed the sprockets front and rear, which involved removing the clutch.  Todd had race the bike at Rd. Am. in 2011 also, so I had notes of what gearing he ran then.  I changed the oil in in the bike and charged the Scitsu tach over night.




Saturday's first practice I spent feeling out the old, but little used tires, and generally getting used to a new bike.  It had probably been 20-25 years since I had ridden a Seeley.  I like the way it steered, especially on turn-in, and the motor seemed to have a broad power band, though it was a little hard to tell as the tach didn't seem to be working properly.  The needle seemed to stop climbing while the revs continued to rise.  In the second practice, I got down to competitive lap times and the tach seemed to be waking up after it's 2.5 year sleep.
The small 500 Premiere field was reduced more when Larry Poons didn't make the start, this race being back-to-back with the 250 GP, which he had just run.  And, Helmi Neiderer 's NYC Norton prepared Minovaton Seeley G-50 started running poorly in the SOS2 race and they weren't able to figure out the problem in time(eventually they found a broken wire making intermittent connections).
I led exiting turn #1, but soon Chris Spargo came by on his  RD400 based Formula 500 machine and disappeared.  Kenny Cummings had his chain come off and jam between the rear sprocket and the swing arm.  This  mangled the sprocket studs, the chain adjusters and the  swing arm, putting this bike out of commission for a while.  Ron Melton finished just under 10 seconds behind.
Sunday, I blew off the first  practice, but in the second, Ron and I went back and forth a bit setting up the promise of a good race.
In the race, again I got the lead by turn #1, and again Chris Spargo came flying by and disappeared.
This time, Ron Melton'schain came off, but his jammed between the sprocket and the hub and he was  able to limp back to the pits.  So, again I won the 500 Premiere class and was second overall.
I very much enjoyed riding  Jamie's Seeley G-50 replica and was looking forward to racing it at Grattan.  But, I discovered that the crack in the frame was returning and after consulting with Jamie, we decided that the frame should be stripped and repaired properly in the shop.



Saturday, July 5, 2014

Shannonville

It's been a long time since I've posted, for a variety of reasons, some of which I'll get into later, but I'm going to try to do a quick overview.
Over the May 31/June 1 weekend, I drove up to Shannonville, Ontario, Canada for the first VRRA event of the year.  Len Fitch, who's 1972 TR-3 Yamaha I rode last Sept. at Ste. Eustache, asked me if I would like to ride it in all four VRRA events this year.  I can't make the Mosport round, as I'm committed to go to the IOM and do the Lap of Honour in the 'Classic TT'.  But, I committed to the other three events.

Exh
Len Fitch's stable
len's1972 TR3 Yamaha that I raced
I hadn't been to Shannonville in almost 12 years, so the first practice was spent re-familiarizing myself with the track.  It being flat and without any really blind turns, this didn't take long.  Only turn # 2 you can't really see the exit when you enter it and it is very bumpy.  Len had ordered new rear shocks after I had suggested the worn out Konis weren't optimal at Ste. Eustache, but they never arrive and at the last minute put on a set of stock RD350 shocks, so the bike shook it's head pretty hard in turn #2.  After the second practice, I decided the bike was geared too tall and Len geared it down.
I entered two classes and first up was Period 2 Heavyweight which was run concurrently with Middleweight Production in Saturday's 6 lap heat.  I got in the lead pretty quickly and won overall, though Brent Waller on his 550 Honda had a faster fastest lap.
Len dropped the needles for my second heat for the GP class.  This class is for any factory built two stroke race bike and is divided into Modern and Vintage, Vintage being up to 1989 or so.  The Modern are then divided in Lightweight (up to 125) and Middleweight (up to 250), and the Vintage divided into Heavyweight (750), Middleweight (500) and Lightweight (125).  There were no HW. Vint. entered, so the MW Vint. We're gridded behind the Modern bikes.  Two MW Modern bikes cleared off, and we had a good scrap with a couple of '89 TZ 250s and  a Honda RS125 (LWModern) that got by.  I ended up 6th overall and 3rd Vint., but we considered the moral victor, being the first aircooled, twin shock bike.


Sunday's ten lap finals went similarly with me leading from the pole in P2 HW and never being headed, though again, two bikes had a faster fastest lap, but clearly not enough of them.
In the GP race, the same two MW Moderns cleared off and I scrapped with a couple of the MWVint.  A MW modern, who I had beat in the Heat came by on the straight, but I braked way later and got back by.  This pattern went on for a few laps until he figured out he could brake much later  and he pulled away.  So, I again ende up 6th overall and 3rd Vint., this time keeping the Modern LW at bay.  And again, the moral victor with only bikes at least 15 years newer in front .
A modern RS250 Honda, overall winner of the GP race

Wednesday, May 28, 2014

6th annual Rossi TT

Steve Rossi did it again, hosting an excellent Tiddler Tour.  The tiddlers included four BMW R-27s, four 250 H-D Sprints, two 250 Benelli (vertical motors), a YR-1 Yamaha, a CL 77 Honda, a CL 90 Honda (punched out to 104cc), an NSU Max Special, a 250 BSA Starfire (the only British bike this time), a Puch/Allstate twingle, and my '53 Moto Guzzi Airone Sport (once again, the oldest bike in the event).  Getting into the grey area of period correctness were a 250 Jawa, a CL 175 vert. Honda, a later DT-1 Yamaha, a XL 175 Honda, all from the '70s.  Getting into the '80s were a VTR 250 Honda and a 305 GPZ Kawasaki.  Getting into the '90s was a MZ 125 and into this decade was a Honda Grom.  Blowing the bounds of Tiddler were a R69 and R75 BMW.  Blowing the bounds of Tiddler AND period correctness was a 1000 Guzzi Le Mans and a Hinkley Triumph.  Our host ran a 10-12 year old tiddler, a Derbi 50.  Steve owns a number of very proper tiddlers, but had a good excuse to ride perhaps his most modern, and smallest bike: he had fallen down some stairs and had badly broken his left elbow, and couldn't straighten (or completely bend) his left arm.
Mark Turkington's '61 H-D Sprint, the first year H-D imported them.  Perhaps the most 'concours' bike on the ride


A cherry CL77 Honda ridden by a 30 year Honda mechanic from Willimantic, new to the TT

I had some mechanical drama leading up the this event.  A week previous, while riding my Airone to the British Iron Assoc. breakfast in Colchester, the motor made a bad noise and locked up.  Turns out, the magneto gear nut had backed off and the gear went askew and jammed.  This stopped the motor, but it didn't stop the flywheel, which sheared the Woodruff key that locates it on the crankshaft.  Mike Peavey sent me a key and Fri. I started putting it back together.  Sat. I pulled it out of the basement again and it started on the first kick and seemed fine.

Me, my '53 Airone Sport, and the Nevr-Dull.  Photo by Gordon Pulis
 I decided to take it for a test ride and see if I could find may old friend, Gordon Pulis, who was riding his CL 175 Honda from East Hampton, Long Island (via the Orient Point/New London ferry), for the TT.  Sure enough, there he was riding up Ct-82 in East Haddam, and I escorted him to my brother's house.  I had to make a few minor adjustments to my bike.  But, being the socially conscious and responsible people we are, we condemned Gordon's 'silencer', which was rotted and blown out.  At first we thought we could just patch it but, when we took it off, we decided it was too far gone to salvage.  We ended up grafting on mufflers from a CL350 that originally came on Amy's bike.  This required a bit of redirection of the pipes and, though not elegant, the bike ended up much quieter.
Some not-so-elegent exhaust mods to mount CL 350 mufflers on Gordon's CL 175

Gordon with his bike.  The exhaust doesn't look too bad from a distance.
Steve dubbed this TT "North by Northwest" as that's the directions we headed from his house in East Haddam.  Steve had to do some last minute revisions to his route as he found some of the dirt roads washed out from the recent rain.  A few crybabies complained of rough paved roads but I should try to be more understanding.  They're riding with the handicap of hydraulic rear suspension which we all know is just a fad;  friction dampening is the answer!  I thought the roads were excellent.
We had lunch in Coventry, Nathan Hale's home town.

Steve expounds at the lunch stop.  Photo by John Harris
 Quite a few of the tiddler tourist seemed to leave the ride from there.  Rick Bell on a 250 Sprint and I rode back together.  At one point we came upon a guy on a Boss Hog.  He held us up a bit and I thought I could dive under him when we turned from one road to another, but he squirted ahead and picked up the pace.  I was actually quite impressed how quickly he hustled that huge barge.
After we debriefed back at Steve's house, a few of the hard core repaired to Doug and Amy's house across the river.  There we entertained ourselves by dismantling a dead 250 Jawa that Harold Dean had donated to the cause.  Doug just wanted the wheels, but we stripped the motor, which was a challenge as the crank was seized.  The peanut gallery gathered around and ate piazza and drank beer while a few of us beat the stuck motor into submission.  Actually, other than the seized crank, the rest of the motor and chassis was in remarkably good shape for having sat outdoors for twenty years.  Anyone need any Jawa parts?
A couple of dead 250 Jawas that Harold Dean donate to the cause.
More photo from the TT can be seen by going to: https://groups.yahoo.com/neo
Search 'NE Tiddlers' and go to 'new photos'

Thursday, May 22, 2014

CRTT at Summit Point

My 1966 CRTT 250cc Sprint hadn't run since the big end failed at NHMP in May of 2012.  It had been pushed aside as I pursued other project in my frenetic life.  But, with my 350 ERTT off to Australia and with me vowing to get it rebuilt when it came back and with my Dondolino needing attention, the CRTT rose to the top of the to do list.  I had the crank rebuilt by Falicon with a new rod, rod bearing and crankpin.  JE made a couple of new pistons.  I got a new L-1 replica camshaft from Megacycles.  And, Chuck Wagon Racing did a valve job.


When I was putting it together and setting the cam timing, I discovered that there wasn't enough piston to intake valve clearance.
This was hard to understand as the new piston was pretty much a copy of the old piston and that had enough clearance.  As time was running out to get the bike ready for Summit Point on 10 May, I had the intake valve pocket cut deeper.  Then, I discovered that the intake valve was bent and that's why there wasn't enough clearance.  Between having the valve job done and checking the cam timing, somehow the intake valve got bent.  I had
another intake valve, so I installed that with the unnecessarily cut piston.  When I got to the circuit Fri. afternoon, I tried starting the bike by pushing and it didn't fire,  but my ankle is so bad now that I figured I just didn't push it fast enough.
Sat. morning, I put it on some starting rollers and didn't get a pop.  I pulled the spark plug and it was sparking like crazy.  After my experience at Roebling Road, I had made sure that I had the stator leads on the correct spades of the coil.  But, it sure seemed like the timing was 180 degrees out again.  Sure enough, I pulled the rotor and turned it 180 degrees and the motor started right up.  This could only mean that I timed the ignition at TDC overlap, not TDC compression.  I've got to fire my mechanic: Me.
I took it pretty easy in the first practice, breaking in the new motor, but it seemed to go alright.  In the second practice, the motor hesitated a couple of times and there was a lot of backfiring on the overrun, so I came in after 3 laps.  Turns out, my mechanic (me) had failed to safety wire the exhaust header bolts and one was missing the the other was about to fall out, allowing the exhaust pipe to hang about an inch below the exhaust port.  I kept checking the sparkplug and it looked well safe.
By the time the racing started, it was raining.  While watching the V-5, V-3 race, I saw Rich Oldakowski pass Rich Midgely and then drop it in the 'carousel'.  When he tried to pick his bike up, he slipped and fell on his ass, so I knew it was slippery.
My first race was V-2, 500gp, 250gp, with three of the 11 starters in 250gp.  I got the jump on the other 250s, but Craig Hirko on his 175 (200?)Bridgestone out dragged me to turn one, then steadily pulled away.  I watched someone go down in turn one, so I was definitely taking it easy and didn't do any sliding.  I ended up 2nd in class, almost 39 seconds behind Craig, and 4th overall, Craig being 2nd O.A.  I was reasonably please with how the bike was running and it seemed quite oil tight.
So, I lined up for my second race, Formula 500, V-1, and 350gp, with a bit more confidence.  Of the ten starters, six of us were in the 350gp class.  I got a good start and this time Hirko never came by.  Midgely led on his CB350 V-1 bike with Steve d'Angelo 2nd on his 350 Ducati. I worked my way into  3rd O.A., 2nd in class.  On the 5th lap, my motor lost power and, I'm told, emitted a big cloud of smoke and I pulled off.  The motor didn't have any compression and, when I got home and pulled the head, I found that the piston had collapsed in the intake valve pocket, where it had be unnecessarily cut.  Clearly, cut too much.  I got to fire my mechanic.
I failed to take a single photo at the track, but here's one I took touring around on the beautiful next day.

And, here's the piston that failed.

Saturday, May 17, 2014

Western Swing II

Thursday at Sonoma, just as I was going out for the Class 'C' race, I noticed the seam on one of the fingers of my glove had split.  This was probably damage from cold tire practice crash on the Brammo electric bike I had at Willow Springs five days earlier.  After the race, I tried to do a bodge repair on the glove with 'Shoe Goo' after asking around and not being able to find any needle and thread.  Minutes later, I ran into Lee Block.  He reminded me that we used to race together at Bryar M/S Pk in Loudon, N.H., back in the good ol' days.  Now he's living in Ca.  I asked him what he was doing now and he told me he was the distributor for the Austrian company Racer Gloves.  Just the man I wanted to see!  I told him my tale of woe with my old gloves and he tightened me up with a new pair of Racer Gloves.  Just in the nick of time and they worked great.  Thanks, Lee.
More evidence that I'm the luckiest guy in the world.
Photos by Lee Block

Western Swing

24 April, Kenny Cummings and I flew out to LAX for the 19th annual Moto Corsica at Willow Springs followed by racing at Sonoma Raceway.  John Thorndike drove the NYC Norton Sprinter out there with his Atlas Bears bike, Kenny's Seeley 750 Norton and Helmi Niederer's Seeley G-50.  In addition to Mike Bungay's fabulous 350 H-D Sprint, Art Kowitz arranged a ride for me on
a Brammo Impulse electric bike.  Mike didn't arrive with the Sprint until late Friday, but a big crate arrived by FedEx around 10:30a Friday morning.

I opened it up and, in addition to the bike were an extra set of wheels with different tire on, an EZup, and a charger. 

 The way Art understood it, this was a demo bike that they set up for racing.  
Swiss Niederberger on left and Art Kowitz check out the Brammo Impulse

Their 'set up' didn't include wiring the gearbox drain plug (or anything else).  I didn't even know it had a gearbox, but it does: a 6 speed.  Art recommended starting in third gear as the first two are stump-pullers.  I drilled and wired the drain plug while charging it, set the tire pressures and took it to Tech for the afternoon practice sessions.  This was the first time I had ridden an electric bike of any kind, but I had talked to a few people who had, Kenny Cummings among them.  They made much of the silence and how that changed the experience both by allowing one to focus more on riding without the distraction of the noise and by how much noise they (the riders) made grunting, etc.  I didn't find it vastly different than an I.C. bike.  You twist the throttle and shift the gears to go and grab the brakes to stop, just like a 'normal' bike.  For me, the difference was that it was a modern bike with big, fact wheels and tires, and huge disc brakes.  The first lap, the bike felt 'squishy' until the tires got warm, then they felt fine.  I had trouble getting used to the brakes and initially was braking way too early.  Willow is not a place that one uses the brakes a lot, anyway.
It rained over night and Sat. dawned very cold and extremely windy.  The wind always blows at Willow, but often it's relatively calm in the morning with a NW wind developing in the afternoon.  The plan had been for Mike to have a second 350 Sprint there for Walt Fulton III to ride, but he ran out of time and it didn't quite get finished.  So Walt and I were sharing the bike, me riding it in 350GP and Walt in the 'bump-up' class, 500 Premiere.  
Mike Bungay's killer 350 H-D Sprint

Walt was a top roadracer of  the late '60s and early '70s who had raced factory Suzukis, Kawasakis and Harley Davidsons.  I met him a few years back when he rode my ex-Cal Rayborn Sprint at Daytona in the "Great Men, Great Machines" parade they used to hold.  Mike met him through Jim Beland, a legendary Harley tuner/builder, who built the latest frame on Mike's Sprint and who has Walt's works KRTT for restoration.  Mike and I agreed Walt would make a great addition to the team.
Jody Nicholas and Nancy Foote check out the Sprint

When Walt was getting ready to go out for his first practice, Mike couldn't get the bike to fire.  While they were trying to figure this out, I went out on the Brammo.  I exited pit out and gently tipped it into turn #1 and the back end came around and I was down in an instant.  I tried to pick up the bike but couldn't as it's 450 lbs.  Practice had to be red flagged as the bike was nearly in the middle of the turn.  I was fine and the bike not bad at all.  It had frame and axle sliders on it which took the brunt of the crash.    The forks were twisted a bit and I had to loosen up the lower yoke to get them to spring back.  The shift lever was bent up and pushed into a plastic cover, but there seemed to be no damage underneath.  I just bent the lever back in position.
After changing a bunch of electrical components, Mike got the Sprint running and Walt and I went out in the second round of practice.  The Brammo was fine as was the Sprint, except that it was under geared.  But, Mike had forgot to bring sprockets for the first time in his life, and we'd just have to live with it.  Mike assured me it wouldn't hurt it to rev the piss out of it, which turned out to be the case, but I think we were definitely giving up speed. 
Walt was up first in the 500 Premiere race, but as he finished his warm-up lap, he over shot the grid and stalled the motor.  He had no clutch release as the clutch pushrod had broken.  This may have been a blessing as we found the bike was covered in oil.  We figured out the oil cooler was leaking and we took it off and re-routed the oil lines.  We installed a new clutch pushrod and cleaned up the bike, and I was ready to go one race later for the 350GP.
Mike, his son Brennen, and I thrash to get the bike ready for my 350GP race.  Photo by Jack Weston

I got a good start and led out of turn #1.  On the 2nd lap, Jeff Elings on a TD-3 Yamaha, then Dave Crussell on a Kawasaki Bighorn came by from the F-250 class and slowly pulled away.  Just before I took the white flag starting the last lap, when I tried to shift into 5th gear, I found the shift linkage had come apart.  If you're going to be stuck in one gear at Willow, 4th gear is the one it should be.  But, it was definitely bogging in the turn #4 Omega and I saw 8600 rpm before I had to look where I was going in turn #8.  It held together and I had enough of a lead that I still won the class, 3rd overall.
Immediately following was the e-bike race, gridded behind Sound of Thunder and ahead of Formula Vintage and Sound of Singles 3, some heavy iron.  There were four bikes in the e-bike class: Art Kowitz, the founder and sponsor of the class, with his tricked out Brammo; Ed Milich on Art's stock Brammo street bike; Jeff Clark on a Zero; and me on the supposedly race prepped Brammo.
Art told me the first two gears were stump pullers and to start in 3rd.  This I did and got off not far behind Art.  But, exiting  turn #2, Art slowed and I went by.  He had a mysterious power drop and backed out of it and let everyone go by then got on it again and it seemed to run alright.  This gave me enough of a gap that I was able to win the class, though thankfully, we were lapped by three of the SOT bikes and Dave Crussell's F-Vintage KZ1000.  I started the warmup lap with the batteries reading 100%, started the race at 91% and finished the cool down lap at 16%.  My best lap was about 6.4 seconds slower than my best in the 350GP race on the Sprint.
Sunday started just about as cold and windy as Sat., but was sunnier.  I passed on the first round of practice, but Walt did both on the Sprint.  I took the Sprint out after Walt and on the lap I was planning to come in, it cut out momentarily before shutting off for turn one, but then ran alright.  I took another lap and it did almost the identical thing and I pulled in.  We eliminated the possibility that it was running out of fuel and after much searching, a wire off the stator was found to be pinched and making an intermittent disconnect.  That must have been the reason it wouldn't start Sat. morn, too.  That repaired, Walt went out for the 500 Premiere race and got a good start and actually lead the race for a while.  He and Kenny Cummings, riding Ron Halem 500 BSA Goldstar went back a forth a bit before Walt started sliding with oil about.
Walt Fulton III in the Omega before the oil leak got bad.  Photo by Jack Weston

 He pulled off on the fourth lap with the bike covered in oil again.  We found 4 of the 10 timing case screws missing and the other 6 loose.  Once again, Walt had found a problem in time for us to fix it so I could get out in the 350GP race.  Again, I led out of turn #1 for a little over a lap and once again first Jeff Elings then Dave Crussell came by on their F-250 bikes.   But, this time I latched onto Crussell's 350 Kawasaki Bighorn and dogged him.  I was getting a great draft off him and seeing big revs.  I thought I had a little for him in the Omega but he was really good in turn #9.  After taking the white flag, I dove under him in turn #1 and headed him to turn #7 when he came back by.  I tried to draft him out of the last turn, but came up 0.16 seconds short.  Great fun.
Again, immediately following, I rode the Brammo in the the e-bke race.  This time, my old sparring partner, Zack Courts, rode Art's 'street bike' that Ed Milich rode Sat.  Art evidently figured out the problem his bike had Sat. and he was gone with Zack in pursuit with me loosing ground.  Not long after the half way flag, the end of my shifter broke off, apparently from damage from the Sat. morning crash.  I was able to reach down and shift it into 6th by hand, then just left it there.  Even though I went faster than on Sat., I was a distant 3rd, though scored 2nd because it seemed Zack's transponder didn't register one lap, which magically was twice a long as his others, and he was only credited with 7, not 8. But, trust me, he was well in front of me.  And, even though I went faster on the Brammo Sun. than Sat., my fastest lap was more the 8 1/4 seconds faster on the Sprint.  And, my fastest lap on the 350 Sprint was half a second faster than anyone went in the 500 Premiere race.
As usual, Yoshi put on a great concours and here's a sampling of some of the bikes in it:

From Willow, I drove with Mike to his house in Sacramento.  Mon. we took the bike to Karl's and he checked over the motor and resealed everything.  We found a problem with the rear brake which Mike and I sorted out Tues.  Wed. we drove to Sonoma Raceway (still Sears Point to me), warmed up the bike to adjust the valves, and secured garage space.  
Mike checking the valve clearance hot.


As last year, I entered the Sprint in 350GP and 500 Premiere.  Walt Fulton entered it in Sound of Singles 2.  This class allows 450 watercooled and 610 aircooled singles of any year..  And, like last year, Gary Roper brought the '51 Velocette MAC 350 that I entered in Class 'C' footshift.  And, like last year, I did the double trifecta, winning all six races I entered.
The Gary Roper '51 Velocette MAC
Class 'C' was gridded behind the 250GP class and the game was to see how many of them I could pass.  My arch nemesis turned out to be Lorraine Crussell.  From the start I chased her and was able to out brake her going into double apex turn #7.  But, in the turn #9a chicane, two riders collided and went down in front of me and I checked up. Lorraine came flying by only to see the red flag a couple of corners later.  The mess was quickly cleaned up and on the restart, Lorraine just steadily pulled away and I finished 8th overall out of the 20 finishers.
An elemental but bad-ass bike

In the 350GP, I was never headed and finished more than half a minute in front of 2nd, my best lap almost 5 seconds quicker.  The 500 Premiere was run with 500GP, Formula Vintage, Vintage Superbike Middleweight and Production Heavyweight.  I was only passed by Dave Crussell on a TZ 750 Yamaha and he was the only one to turn a faster lap.
Walt's SOS 2 race was gridded with F-750/750 Sportsman and Motard.  He finished 2nd in class against seriously bigger and newer singles, and 6th overall.
Friday went pretty much like Thursday.  In the 250GP/Class 'C' race, I didn't have Lorraine to chase as apparently she got run off the track on the first lap.  But, I did have another fast lady on a 200 Honda arch nemisis, Mica Grohn.  I met Mica last summer at The Ridge in Shelton, Wa., and she impressed me then.  I did finish ahead of her, in 8th overall again, but her last lap was less than one tenth of second slower than mine.
My Class 'C' competition: Fred Mork's '38? Norton
More Class 'C' competition: Beno Rodi's early BSA Goldstar with 350GP competition in the backround: Mork's short stroke 350 Sprint ridden by Jim Neuenburg

Again, I won the 350GP by more than half a minute and did so like wise in the 500 Premiere as Crussell didn't start on his TZ750, for some reason.  Despite this (or because?), I turned my fastest lap of the two days and beat my time from last year.  This was probably because Mike and Karl got the front brake working better for Fri.
L to R:Karl Engellener, Walt Fulton, and Mike Bungay ponder how to make the Sprint even faster
Dave Crussel's  350 Bighorn that I chased at Willow
More of Crussell's stable: a KZ1000 and a TZ750 Yamaha, the only bike to pass me on Bungay's Sprint in the two days.
The KTM factory team there for the AHRMA races as practice for the 'Superbike Shootout' on the weekend

Walt was 3rd SoS 2 on Fri., but 4th overall.  Ari Henning put in an amazing ride on a CBR 250R Honda to finish 2nd SoS 2 and 2nd overall.  He tells me the bike has stock forks with emulators, stock wheels and brakes (with uprated pads), an aftermarket rear shock, stock cam that's retimed, stock piston and a milled head.  While giving away a lot to the winning 450 Kawasaki on the straights, Ari was demon on the brakes and cornering and several times got in the lead.  I took great interest in this not only because Ari is a friend, but because I ride a CBR 250R on the street.  It a very fun bike, but definitely built to a price and marketed as a 'entry level' bike, and it was jaw dropping to see how fast Ari went on his.  The lad can ride.
It was another great meeting at Sonoma and Mike's Sprint is still the ultimate weapon there, in my mind.
Tim Fowler, the founder of CB160 vintage racing, delivered an NSU Max to it new owner

Sat. I hung out at the BSA International Rally in Petaluma and saw some old friends and a lot of nice bikes.
Probably the most interesting BSA there was this V-twin made with two Goldstar topends.
All the way from Melbourne, Australia 
The crankcases were home built.  This is one of three V-twins Doug Fraser has built.  Google it!