Motorcycle racing in the 1960s

The road race in the 1960s was marked by the rise of motorcycle brands from Japan. While the European brands had to cut back more and more, they could develop very complicated and expensive race engines. That was also needed, because especially for years had Honda plans to export to Europe and the United States to set up and so did also for Suzuki. The circuits were now all paved, even there are no end of 1950s Japan paved circuits knew, soon got two permanent circuits: Suzuka, in 1961 opened as a test circuit for Honda, and Fuji Speedway in 1963. Still there was held on street circuits, but in general have to say about motorcycle races place on permanent circuits.



Content
[hide] *1 history  ==For History[ Edit] == In 1949 it was the FIM finally worked to replace the European Championship road race by a full World Championship, which was held in multiple matches in the whole of Europe. It struck everywhere, even in Germany, that because of the Second World War in the first years was still excluded from participation. At the beginning of the fiftieswas the Championship still contested between British and Italian brands. Everyone put in in the 500cc class, while the 350cc class was a British matter and especially the bright 250- and were governed by 125cc Italian brands. From 1953 the British drivers, also started on Italian motorcycles, to indicate the tone. They were by Gilera and MV Agusta attracted because of their performance, but also for their knowledge of the 60 km long Snaefell Mountain Course on the Isle of Man and to a lesser extent of theDundrod Circuit where the Ulster Grand Prix was held. In the mid-1950s were the British brands AJS Norton and further and further behind. They could the huge financial and technical progress in Italy not keep up.One increasingly rapid four-cylinder developed there and even built an eight cylinder Moto Guzzi . In 1956 were all factory teams from the United Kingdom and Germany disappeared, although occasional private riders have any good results. At the end of 1957, when sales were no longer in proportion to the costs of racing, had FB Mondial, Gilera, Moto Guzzi and MV Agusta also announced to withdraw from the World Championship itself, but count Domenico Agusta came back on that decision. Without significant competition would be the way to world titles in all classes are open, and he did not sell the declining motorcycle: his race team was not more than an expensive hobby. The result: both had won in 1958 as 1959 MV Agusta-drivers all world titles in the solo classes, while in the sidecar class were the BMW's unbeatable. Only in the lightest classes came there in the meantime, what new brands in the entry lists for: Adler, Benelli, CZ, Ducati and MZ. Also the first Honda's appeared In 1959 on the Isle of Man: Naomi Taniguchi picked up a point in the Ultra-Lightweight TT with the RC 143. ==General[ Edit] == In the sixties was the interest of the public against the motorcycle as a means of transport largely faded. Who could afford at least bought a scooter, a dwarf car or a small family car, such as a Fiat 500, a Mini, aMorris Minor or a Volkswagen Beetle. A Fiat 500 for example, was exactly the same as a Moto Guzzi Falcone Turismo. The World Championship road race was no promotional tool to encourage more to sell the motorcycle; most European manufacturers only competed for the honor those still competing. That did not apply for the Japanese. When they (Honda leading the way) around 1961 decided the European market, had to their brand recognition come from sounding results for road racing. And that came too, because they presented remarkable pieces of technology.
 * 2 General
 * 3 point scoring
 * 3.1 number of matches (counting)
 * 4 Classes
 * 4.1 50cc
 * 4.1.1 world champions
 * 4.2 125cc
 * 4.2.1 world champions
 * 4.3 250cc
 * 4.3.1 world champions
 * 4.4 350cc
 * 4.4.1 world champions
 * 4.5 500cc
 * 4.5.1 world champions
 * 4.6 Sidecars
 * 4.6.1 world champions
 * 5 Developments
 * 6 Trivia
 * 6.1 Moto tempora Romagnola
 * 6.2 too light
 * 6.3 broken, but when?
 * 6.4 love-hate
 * To small motor 6.5
 * 6.6 Moving technique
 * 6.7 Anti-knock gasoline
 * Private driver 6.8
 * 6.9 special leave

In most classes of the world motorcycle racing championship came more and more matches: in 1961, the GDR and Argentina added to the calendar, but the GDR became shunned by the West-German riders and Argentina remained long irrelevant because this race ended the season at the time that most titles already were forgiven and the teams there had not for the far journey. In 1962 the GP of Finland added, initially inTampere, but from 1964 on the street circuit of Imatra. In 1964, first run on the circuit of Daytona, but also this race, the opening race of the season, was skipped by most factory teams. The stands also remained empty. In 1967, a one-time Grand Prix of Canada at Mosport 2010.

Throughout the sixties British private riders could with outdated motorcycles take advantage of the lack of factory racers in the 500cc class. There was, after all, only MV Agusta left over and that did in General only one machine at the start to secure the world title. Only in 1966 and 1967 the Italians were equally threatened by the combination of Mike Hailwood/Honda RC 181 but throughout the Decade (and even well into the next) remained the world title for MV Agusta.

Honda kept always stuck to four-stroke engines, but with many cylinders and valves. Air-cooled Yamaha began with Adler-copies, but spent all four-cylinder water cooled quickly on the job. Suzuki recorded great progress when Ernst Degner, fled to the West to joining Suzuki and the MZ-developments brought Walter Kaaden 's. Yet the Japanese hammered hard on the road: Soichiro Honda was already in 1954 in Europe come and watch: on the Isle of Man to the races and in Italy to the four-cylinder technology. Suzuki sent in 1960 Mr Murayama to the Snaefell Mountain Course to do research. He measured slopes on and even took soil samples. The Director of the Sakai, Japanese motor bond Fumito, invited to give out to Geoff Duke raceles to Japanese drivers. He was shown around in all Japanese factories. In 1960 MV Agusta was still in no solo class competition. It had two strong assets as "first rider": John Surtees in the 500cc class and the 350cc class and Carlo Ubbiali in the 250cc and 125cc class. Because all individual titles both as all MV Agusta constructors titles won, it had achieved eight world titles in one year.
 * 1960

Honda sent in 1960 a large team to the 250cc World Championship: Moto Kitano, Yukio Satoh, Kunimitsu Takahashi, Kenjiro Tanaka and Naomi Taniguchi. Some "Westerners" also chose Honda: Bob Brown, Gilberto Milani, Tom Phillis and Jim Redman. Redman, Taniguchi and Giichi Suzuki reason in the 125cc class.

<p len="585" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Stan Hailwood had money enough to his son Mike fast motorcycles, and he even offered it to finance project of Ducati 250cc tweecilinder as his son was allowed to drive it. The Ducati-adventure was Mike Hailwood not a success.

<p len="951" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Bob Brown was killed while training with the Honda RC 161 on the Solitudering. At the end of the season ended John Surtees and Carlo Ubbiali their career. Surtees began a successful career in the autoracerijFormula 1 and in 1964 he became the first driver to world champion with motorcycles and cars had become. Both would later be enthusiastic participants to classic races and demonstration games. <p len="1396" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1961, the calendar expanded with four Grands Prix: GDR, Sweden, Argentina and Spain, but only at the Assen Tt of Man and all classes came at the start. The 125 and 250cc classes were the only ones who had eleven games.
 * 1961

<p len="3833" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda and Suzuki sent to a commercial break-through of their products in the West. Marketing specialists were sent to Europe and the best drivers appeared with Honda's at the start in the light class. MV Agusta pulled itself back from those classes. Also smaller brands focused now some more on the 125cc World Championship, such as Bultacoand EMC . The latter brand hired Ralph Rensen, but crashed on 16 June during the Senior TT with a Norton Manx. Yamaha traveled for the first time to Europe. For the light classes was the French Grand Prix in Clermont-Ferrand already the third contest, and there appeared for the first timeYamaha on the scene with the 125cc and the 250cc RA 41 RD 48. In the 125cc class were no runs were scored, but in the 250cc class took out Fumio Ito there 7 and Yoshikazu Sunako 1. Cees van Dongen got a RA 41 for the TT Assen, with which he was thirteenth. Hereinafter referred to as pulled back to the machines themselves to 1963 Yamaha to develop further.

<p len="4167" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Eventually meant 1961 a milestone in World Championship motorcycle racing: While the first looked like MV Agusta without competition the solo classes could dominate, went into this year for the first time in history world titles to a Japanese brand: Honda won the 125 and 250cc class. During the Eifel racing on the Nürburgring on 30 april Dickie Dale, who died in that year only as a private driver with Norton had appeared in international competitions. In the same weekend got Helmut Fath and Alfred Wohlgemuth an accident during the Sidecar race, which cost the lives to Wohlgemuth. Likewise still before the start of the World Cup was killed his passenger, the Hilmar Ceccoof Florian Camathias. On 12 June the Swiss Marie Lambertcrashed, which acted as bakkeniste for her husband, Claude, during the Sidecar TT. Ralph Rensen was killed on 16 June during the Senior TT. Posthumously he was sixth in the 350cc class of the World Championship, among other things, because he still third in the Junior TT was come. Died on August 9, the Australian Ron Miles during the 350cc Ulster Grand Prix for the training with a Norton. <p len="1043" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1962 extended the Japanese manufacturers Honda and Suzuki considerably from their activities. Suzuki developed with help from Ernst Degner the 50cc RM 62 with eight gears. Honda focused on the 125-, the 250-and the 350cc class and was the first brand in history that occupied the first four places in a World Championship class. That was the 125cc class.
 * 1962

<p len="1441" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">By the rapid rise of all the tension immediately disappeared from the Honda World Championship. All classes with which the Japanese were themselves were immediately controlled. Honda had not made a 500cc racer and for lack of competition remained MV Agusta there still King. Only the new 50cc class was exciting, she played mainly between the more experienced team of Kreidler and Suzuki, which made use of the knowledge that Ernst Degner had brought from the GDR . After the flight of Ernst Degner MZ resistance was broken and the company withdrew from the World Championship.

<p len="3225" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1962 lost again some important drivers life: Libero Liberati died on 5 March near his home when he was testing his Gilera Saturno . Tom Phillis died on 6 June with a Honda RC 170 during the Junior TT.Posthumously he was fourth in the 250cc World Championship and 13th in the World Championship 125cc. on 6 August Bob McIntyre got an accident during a national race for the British championship at Oulton Park. He died on 15 August to its consequences. Posthumously he was second in the World Championship 250cc and sixteenth in the World Championship 125cc. both Phillis as McIntyre reason in that year for Honda. Gary Hocking stopped wegracen after the death of Phillis, switched to the Formula 1 and died on 21 december during training in Durban. <p len="2323" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The sensation of the season 1963 came from "Scuderia Duke", the team of Geoff Duke that the six-year-old 350 and 500cc Gilera's had at his disposal. Already after the opening race, the Isle of Man TT, it was decided to send back the 350cc machines only concentrating on the 500cc class. The injured Derek Minter was initially replaced by Phil Read and his team mate was John Hartle. Yamaha came after the 1962 had used for the further development of its machines in 1963 back in the 250cc class with the two cylinder Yamaha RD 56. In the last race in Suzuka (Japan) came also the RA 75 125cc at the start, but there was only seventh with Yoshikazu Sunako .
 * 1963

<p len="2323" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda did a great step back in 1963. Motor sport was also one very expensive and also worked for Honda to a first Formula 1 car, the Honda RA271. The 50cc class was unleashed and in the other classes had to do with the machines of the drivers the 1962. After the Isle of Man TT sent even the mechanics back to Japan, making the factory drivers actually had to finish the season as private drivers. Still, it was enough for two world titles (250 and 350cc). In the final Grand Prix in Japan Honda still came with new machines for 1964: 50cc RC 113 and the two cylinder 125cc four cylinder RC 146. Also in this issue presents a new machine Suzuki contest: the water cooled 125cc Suzuki RT 64A. However, began immediately after the Japanese Grand Prix with the development of the four cylinder RK 64. <p len="904" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1964, the Grand Prix of the United States added to the calendar as the opening race of the 50-, 125-, 250-and 500cc classes. There was some confusion about the GP-calendar of 1964. First of all there was the Grand Prix of Finland, where eventually the 250cc class didn't start came. The Organization of the Argentine Grand Prix ran into problems, whereby in August still was not clear whether they would continue. There was a financial deficit and in addition, there was much criticism of the organization by 1963. That meant that one after Finland did not know if there were any two or three races had to be. Ultimately, the Argentine Grand Prix has been cancelled.
 * 1964

<p len="2374" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The Japanese manufacturers of packed: Honda searched the in even more cylinders: two in the 50cc class (Honda RC 113 and RC 114), four in the 125-(Honda 2RC 146), 250-(Honda RC 164) and 350cc class (Honda RC 172) and eventually even six in the 250cc class (3RC 164). Suzuki brought in the 125cc class a water-cooled version of its two cylinder two-stroke, the Suzuki RT 64A, but very occasionally one also came to the start in the 250cc class with the Suzuki RZ 64, a water-cooled four cylinder two-stroke. Yamaha concentrated on the 250cc air cooled two cylinder two-stroke class with the RD 56, but also several times in the 125cc class came to the start with the Yamaha RA 97.

<p lang="en" len="500" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda started the season 1964 with Jim Redman, Luigi Taveri, Tommy Robb, Kunimitsu Takahashi and Ralph Bryans, but half way through the year, Robb and Takahashi fired.

<p len="190" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Mike Hailwood and MV Agusta had by the disappearance of the "Scuderia Duke" the Empire again only in the 500cc class. All competitions where this combination at the start came were won.

<p lang="en" len="134" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Stanislav Malina, in 1964 still eighth in the 350cc class with a CZ, lost in the fall of 1964 the life at a traffic accident. <p len="1164" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After the organizational problems in 1964, making the Grand Prix of Argentina had gone, she was not deleted from the calendar. The Organization had also never had a good chance. It was always been the closing race of the World Championship. The World Cup than in many classes already decided and therefore the best teams and drivers not to Argentina, making it often turns a national Argentine race. The Grand Prix of Czecho-Slovakia was added to the calendar, making a record number of races arose: the 250cc class knew no less than 13 games. Unfortunately, one had to drive again in Daytona for empty stands, and in addition, Honda did not show up.
 * 1965

<p len="2393" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Aermacchi in 1965 was one of the few manufacturers that private riders of new motorcycles could foresee. It was active in the 250-and the 350cc class with the Ala d'Oro 250 and the Ala d'Oro 350. Supervising engineer Alfredo Bianchi had already started with the development of new 250 and 500cc overhead camshafts factory racers who would get, but the Executive Board of Aermacchi Harley-Davidson, owner, found those racers to differ much from the customers engines. With respectively 30 and 33 BHP the Ala d'Oros about half of the ability of their Japanese competitors, but they were nevertheless popular in national competitions. Caracciola riders joined Renzo Pasolini, Gilberto Milani and Alberto Pagani on.

<p len="1179" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Moto Morini made end 1965 known to withdraw from the World Championships because it was unable to pay real top drivers. One had to recognise, however, that one with the simple single cylinder viertakten could no longer compete with the multi cylinder motorcycles from Japan who dominated the light class.Benelli, that all four cylinders, had expanded its activities right out. Tarquinio Provini remained first rider and would come out in the 250-and the 350cc classes, with the help of Remo Venturi.

<p len="1479" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">MV Agusta did not only attack the 350cc title with the completely new MV Agusta 350 3 c three-cylinder, but also a second driver in addition to hired Mike Hailwood, Giacomo Agostinithe young talent. Agostini had in 1964 the Italian title of his "teacher" Provini retrieved. Hailwood and Agostini, both also in the 500cc class and had only one opponent: the right bend at Sarah's Cottage they both fell There on Man. during the Senior TT and Hailwood's 350 3 c went there piece during the Junior TT.

<p len="1497" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Because Alan Shepherd to Honda left, hired MZ Derek Woodman as rally Australia. In addition to Woodman remained the team from East Germans exist, of which Heinz Rosner was the best. Shepherd, however, was quite Lucio in October 1964 and tested for the first time in February 1965, along with Woodman, Honda's are on Oulton Park. Then they traveled together to the GDR in order to view the new MZ Woodman 's. Shepherd, however, would never come at the start of a Grand Prix, he finished his career for the time being after he had fallen again during testing the Honda in Japan. MZ still had the problem that the budget of the racetak, which is still led by Walter Kaaden was, was very limited.

<p len="1171" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">End 1965 was also clear that the large numbers of private drivers who still get problems with their machines with British reason parts service. Associated Motor Cycles made some parts for the AJS Boy Racer and the Matchless G50, but not for the Norton Manx. In addition, all these motorcycles in the meantime very expensive because it is the only machines were those private riders, especially in the 500cc class, wanted and could use.

<p len="2471" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Mike Hailwood could draw at the end of the season 1965 where he wanted. MV Agusta wanted him like to keep, but Honda promised him a six-cylinder for the final Grand Prix in Japan and a contract for 1966. Suzuki wanted him in the 250cc class bets but was even willing to develop special a 350cc machine Mike more contests to award. The lack of matches, even at national level, was an important reason for Hailwood MV Agusta to leave. 500cc four cylinder Gilera also wanted to build an entirely new to Mike Hailwood to control. In november 1965, Hailwood finally for Honda, which also announced in 1966 in all solo classes, including the 500cc, at the start to come. They wanted Luigi Taveri and Ralph Bryans in the 50 and 125 cc classes bets and Hailwood in the 250, 350 and 500cc classes-. Jim Redman would then "non-riding captain" are. Honda had actually need a team manager who pretty English spoke and the racing world knew and Moreover, one had been with different teams seen two top drivers afsnoepten each other's points. Redman still had no sense to stop driving.He was counting the factory for that a driver should drive no more than 500 km per day and could thereby Hailwood not always start in three classes in one day. For the time being, loved one out that Redman in the 250 and 350cc classes came out and Hailwood in the 350 and 500cc classes, but Redman joined on as team manager. The rumors were going again. Honda wanted to not lose its leading role in the 50cc class and would work on a 50cc three-cylinder and even a 50cc four-cylinder. It was also reported that the new 500cc Honda "with almost probability" would be a water cooled V8. In addition, there would be work on 250 and 350cc V8 's. Honda would have done even though three 500cc V8 's and there was even veronderdsteld that this is actually Moto Guzzi Otto Cilindri-blocks with a Honda logo were, until it turned out that all remaining Guzzi- Mandello del Lario blocks still in place.

<p len="251" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Likewise in november 1965 Carolyn got a permanent position at Yamaha. He would be in the 125-and the 250cc class, but which races would also depend on the recovery of Mike Duff, who had suffered a leg injury during the last GP.

<p len="2742" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">On May 30, Ramón Torras was killed during a national Spanish race, the "Trofeo Brisamar del Moto Club Vendrell" in Comarruga. He then had with hisBultaco's already some notable results have been achieved in the World Cup and was posthumously eighth in the 250cc class and fifteenth in the 125cc class. On October 10, Florian Camathias crashed on Brands Hatch. Camathias/Ducret were during the match in a slip and ended up in a ditch. They were admitted to hospital with serious injuries, where Florian Camathias died a day later. Alan Shepherd was in October 1964 good Lucio and tested for the first time in February 1965, along with Derek Woodmanare Honda's on Oulton Park. Shepherd, however, would never come at the start of a Grand Prix, he finished his career for the time being after he had fallen again during testing the Honda in Japan. <p len="787" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The us Grand Prix had two years suffered lack of interest from public and top teams and in 1966 they no longer came back on the calendar. The opening game was now again the Spanish Grand Prix, but the Organization thereof deleted the sidecar class allowing the program was limited to three races: 50-, 125 and 250cc.
 * 1966

<p len="204" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 50cc class had it tough. The disappearance of Kreidler went the fight initially only between Honda and Suzuki and it was difficult the starting field with a fair number of participants to complete.

<p len="212" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">At the end of the season although the individual had MV Agusta 500cc world title and Suzuki in the 50cc class, but all (five) consecutive constructors ' Championships went to Honda. That was celebrated in Japan.

<p len="1234" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When the season started strongly in all solo classes showed Honda for the day to come, but at first it was in the 500cc class not Hailwood, but Redman that the best results recorded. Hailwood appeared even only in Assen for the first time at the start, but fell in his first three races (Assen, Belgium and Eastern Germany) out. All in all, could retain the title, but only MV Agusta after it the new 500cc three cylinder had thrown in the fight. In the 350cc class won Hailwood almost all his races, and he won them all in the 250cc class. Luigi Taveri became champion in the 125cc class with a Honda and had to fight hard against Bill Ivy with the Yamaha RA 97. Suzuki had it inspected in this class, but in the 50cc class was won by Hans Georg Anscheidt the title for Suzuki.

<p len="839" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Tarquinio Provini had in the preseason all 250cc races in Italy won but then went completely focus on the Benelli 350cc class. He was (admittedly with a round behind) finished second in Germany. While training for the Junior TT he fell hard and broke his back, whereby he had to end his career. He even came in a wheelchair. After the accident by Provini on Man wanted her new 350cc four cylinder Benelli with double overhead camshafts on Monza Phil Read, who to control for Yamaha not in that class came out. Read got from Yamaha, however, do not have permission.

<p len="296" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">A few days before the Japanese Grand Prix racer Ernst Degner tested the new 125cc Kawasaki but he was hard fall by chain breakage. He ran rather serious head injury on and although he recovered pretty quickly he ended his career at that time where the motorcycles were concerned.

<p len="1280" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the spring, the Auto-Cycle Union, the Organization of the Isle of Man TT, by a strike of British sailors in big trouble. The TT was therefore unable to continue and saw in the regulations of the FIM for the cancellation of an event, but not in the possibly shifting the date. The latter was exactly what the ACU wanted: a new date between the Ulster Grand Prix and the Grand Prix des Nations in. That would be for the teams are beneficial because the Isle of Man would lie exactly on their itinerary, on our way from Ulster to Monza.

<p len="1192" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When the FIM assigned the Japanese Grand Prix at the Fuji Speedway was one at Honda evil. Until then, this GP Suzukawas always on it own circuit of Honda, took place. Honda threatened not to appear if one remained at this decision. The protest of Honda had not so much concerned with the choice of another circuit, but rather that of Fuji that had a straight stretch of 6 km and then just run curves, some of which raised was causing the very high speeds.Honda was not the only one who found this a dangerous course. Anyway, Honda gave her chances by not to appear on the 50cc world title on. Although both Bryans as Taveri, both Honda drivers, had 26 points and Suzuki rider Anscheidt 25, remained Honda road. Thereby could grab the world title Anscheidt.

<p len="684" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the middle of the TT-week on Man made Jim Redman announced that he would finally end his racing career. There were even more drivers announced that they would end their careers: from Max de Stefani was already known, but Fritz Scheidegger, still indignant over his disqualification in the Sidecar TT also wanted to stop. In addition, stopped Frank Perris and Paddy Driver. Perris presented its decision still get out there when he got the offer the new Benelli's 350cc four cylinder to drive in Japan. The season also claimed the deadly victims, in particular the Isle of Man TT: crashed during the training sessions during the Lightweight 250 cc TT Toshio Fujii and the 47-year-old Brian Duffy. <p len="1294" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1967 at the FIM urged organizers to organize more than three classes per race weekend. The Spanish organisers decided thereupon to the sidecar class to add the program. The Japanese Grand Prix was again held in Fuji, but now without the raised turns that in 1966 on resistance were encountered. The newly added Grand Prix of Canada was during the season a week shifted, from 23/24 september to 30 september. The FIM did here not as difficult as on the relocation of the Isle of Man TT of 1966 by a sailors strike, but had at the fall Conference of 1966 already decided that in such a case a GP could be, but then be moved under penalty of exclusion for the World Cup of the year after. It then did not that there will never be a second Canadian Grand Prix would come. In March 1967 held the World Championship rider's Association (WCRA) its inaugural meeting and suggested guidelines on about starting places for top drivers, and then restart money.
 * 1967

<p len="2254" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Already in november 1966 Honda made known its plans for 1967: one would have only three drivers bets: Ralph Bryans and Luigi Taveri in the 50 and 125cc classes and Mike Hailwood in the 250, 350 and 500cc classes-. That was a disappointment for Stuart Graham, who as a replacement for the injured Jim Redman was occurred. Graham, however, got a contract with Suzuki offered, via Hugh Anderson personally.Anderson wanted to stop racing and went looking for a replacement. In January 1967, also Luigi Taveri announced that he wanted to quit with racing. Honda eventually stepped completely out of the 50 and 125cc classes and Ralph Bryans came along with Hailwood out in the 250-and the 350cc classes. Luigi Taveri wanted not yet stop racing and got a five cylinder 125cc Honda to participate in international races outside the World Championship. John Surtees was contracted by Honda for the Formula 1. That was really important for the motorcycle racing enthusiasts, because this indicated that the focus of Honda increasingly moved in the direction of Motorsport and Honda stated that ultimately in March 1967. Mike Hailwood took the frame of his 500cc Honda RC 181 so badly that he requested the help of the factory to invoke European frame builders. He was already pretty far with testing a Paton-frame when the factory stopped the project, probably frightened by the great publicity. Still, Hailwood all season openly complain about the steering qualities of the Honda 's, in particular of the RC 181.

<p lang="en" len="163" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">At MZ in november 1967 he made known that there would be only one more factory driver in 1968: Heinz Rosner, who in the 125, 250 and 350cc class-would come true.

<p len="1487" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When Associated Motor Cycles was sold in 1966 seemed the race Department, which only parts for AJS Boy Racer, the Matchless G50, the Norton 30 m and the Norton 40 m to be made, the child of the account.That were obsolete for private riders eencilinders still the only ingredient to races to take part. The rescue came from Colin Seeley, who took over this Department in early 1967.

<p len="959" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Helmut Fath had a lot of bad luck with his homebuilt URS four cylinder sidecar racer. He cited no point in the World Cup, but almost always fell on head lying by some kind of problem: a broken clutch cable, a ruptured piston or a faulty gearbox. Only in an international race in Brands Hatch he was successful: that he managed to win. It was his first victory since 1961.

<p len="1311" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Mike Hailwood had in september 1967 1968 still good hope for the season. He knew at that time that he was practically no chance to even 500cc champion and suggested at Honda for order in 1968 Peter Williams as second driver for the 500cc class to hire. At Honda finished the season in confusion: Mike Hailwood threatened not to renew his contract as the reliability of the 250cc and the handling of the 500cc racer not would be improved. The money that Honda was now for the formula 1 reserved him a thorn in the eye. Luigi Taveri had not ridden in 1967, but was still under contract. He was taken to Japan in October, and thought he would go and new 50-125cc racers testing. Instead he was honored for his performance for Honda. A few weeks later, he announced that he would finally stop racing. At the end of november were made known her Honda riders for 1968: Ralph Bryans for the 250 and 350 cc and Mike Hailwood for the 250, 350 and 500cc-.

<p len="273" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">All in all, the most important battles between Agostini and Hailwood, who both in the 350-as the 500cc class without support of a second driver against each other. The fight ended right: Hailwood became champion in the 350cc class, Agostini in the 500cc class.

<p len="600" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Fritz Scheidegger decided him nevertheless to continue his career after the victory of the Sidecar TT of 1966 was still granted, but also following the great support that he had encountered after the initial disqualification. Along with his his passenger John Robinson he wanted to take a third consecutive world title. Shortly after this decision, however, he died on Easter Sunday 1967 during a race at Mallory Park. <p len="940" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">At the end of February 1968, the FIM announced that there would be restrictions for the 50cc class, to the smaller manufacturers more likely to give. In May the French had to report that their Grand Prix could not continue by the outbreak of a general strike as a result of the Parisian students revolt. What everyone already knew was only reported officially to the FIM on 2 september: the Organization in Japan deleted her own Grand Prix of the calendar. In Japan it was sponsor money from the own brands fallen by the wayside now that factually hardly still in road racing were involved.
 * 1968

<p len="1093" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda took care of sensation when it was reported that the brand would step out of the World Championship road race. That happened while the contracts were already signed for the drivers. Honda paid her drivers just by, making it impossible for them also was for any other brand in the World Championship to to act. In addition, they got their factory racers have at their disposal: Ralph Bryans the 125 and 250cc machines and Mike Hailwood the 350 and 500cc machines. However, they were allowed to drive in World Cup races. Mike Hailwood was empty-handed. He was only 27 years old and just had the number of world titles (9) by Carlo Ubbiali matched. Of course he wanted to improve this record and continue his fight against Giacomo Agostini.

<p len="1081" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Ralph Bryans was briefly named as 125cc rider for Suzuki, but at the end of March also made those factory known to stop races. Both Hans Georg Anscheidt as Stuart Graham if the 50cc Suzuki RK 67 two cylinders however-without factory support-continue to use, also in the World Cup were machines that also in 1968 that still like to book were unbeatable. Stuart Graham found this a good time to quit his career. Anscheidt could just participate in the 50cc Championship and the 125cc Championship.

<p len="1194" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Yamaha was in each case fast sure of her case: even before the start of the season made it known that the mechanics early (after the TT of Man or the TT Assen) would be withdrawn, so Bill Ivy and Phil Read itself but had to ensure the maintenance of their expensive factory racers. After two GP's was already clear that this know in no real team. At the start of the Grand Prix of Belgium was the Division of roles at Yamaha 250cc champion had to be clear: Ivy and the 125cc-class would be for Read. The issue of team orders, however, was in violation of the contest rules and the open feud between Ivy and Read after the 250cc race in Czechoslovakia led in each case to a "friendly conversation" between FIM-sports Commissioner Henk Burik and Phil Read before the start of the Grand Prix of Finland. However, there was no chance on following team orders, because the quarrel between Ivy and Read was not yet over and they would definitely no longer support each other.

<p len="1065" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After the disappearance of MZ had sponsor Castrol money generated by production racers to sell through the mail-order company Neckermann. This "Neckermann-MZ's" appeared on factory racers but were slightly less quickly. As a result, they had to be reliable, because spare parts were not delivered. Reliable they were sure: during the first Grand Prix fell more than half of the participants in the 125cc class, but the MZ's not: because they do not even guess how the busted had to press the engine looked like, because all are the streamline tubs remained.

<p len="5950" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the Moto tempora Romagnola appeared all big stars with their factory racers. Hailwood now had a Reynolds-frame for his Honda RC 181, but fell in both Rimini and Cesenatico. In both places he won the 350cc class. On Easter Monday was the "Shell Golden Shell" was held at Imola. This was the match that was previously known as "Coppa d'Oro Shell". It had rained throughout the Easter weekend and also during the first two races (350-and 250cc) happened that. Hailwood led the 350cc class six rounds long, but fell again, this time with a broken gearbox. Renzo Pasolini won the 350cc race with the new Benelli four cylinder that now had 16 valves . Giacomo Agostini (MV Agusta still with the three-cylinder of 1967) finished second and third with one to Phil Read 251cc opgeboorde Yamaha RD 05 four cylinder. Peter Williams appeared with a particular version of the 350cc AJS Boy Racer: his machine was equipped with a Lockheed-disc brake and the gas tank was sitting at the side in the Dolphin Bowl. Also in the 500cc class appeared new, experimental motorcycles: Alberto Pagani with broken achterschokdempers fell out with the new Igor two cylinder and Jack Findlay has trained only with the three-cylinder Cardani. He could not start because the springs of the gasschuiven were not good. In the race it went between Agostini and Hailwood MV Agusta with the with the Honda, which just plain remained. In the training they were equally fast but in the race was ridden on 20 seconds behind Agostini. John Cooper was third with a Seeley, but he already had a round behind. In late april, during races in Cervia, Carolyn led the 125cc race from start to finish. The 250cc class was also governed by Yamaha, because only Ivy and Read it against each other. Ivy also won this race. Read this time started with the 251cc Yamaha in the 350cc race, which was won by Giacomo Agostini. Read fell even out. Mike Hailwood was overtaken by Agostini and Pasolini because his brakes were worse. In the 500cc class had to Agostini in the eighth round the pit looking up with gearbox problems. This allowed Hailwood easily win. Bergamonti was with the Paton second and Cooper was third.

<p len="1008" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">For press and public was already far before the start of the World Cup season 1968 clearly that it would be a boring race year. The winning brands were already fixed: Suzuki in the 50cc class, Yamaha in the 125 and 250cc classes, MV Agusta in the 350 and 500cc classes and BMW in the sidecar class. However that with it; the 50cc Suzuki was without fabrieksteun not as strong as thought, in the 125 and 250cc classes made the Yamaha drivers each other life miserable and in the sidecar class was the unexpected of Helmut Fath URS strong. But in the 350 and 500cc classes there was never fight. Giacomo Agostini won all races in both classes.

<p len="1339" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">For the Isle of Man TT offered count Domenico Agusta MV Agusta's are to a number of British riders. Mike Hailwood had to fit because he was still under contract at Honda and Stuart Graham because the offer came after the registration was closed, but John Hartle went there on in. He had already announced in november 1967 that he had plans and immediately purchased two again racing Nortons. He only had to change engines, which are registered by the FIM rules was allowed. Three months later, apparently could not comment on the offer of Hailwood Agusta. There were him for the GP des Nations, but also all Benelli's MV Agusta. However, certain count Agusta shortly before the qualification that Agostini had to if both the 350-win the 500cc class and there was Hailwood not served. He still went in on the offer of Benelli, trained very fast times with the enhanced 500cc four cylinder but skidded in the contest after two rounds.

<p len="569" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In november 1968, the FIM some minor rules changes, but the new formula for the 50-and the 125cc class was delayed until 1970. The Auto-Cycle Union reported that the 50 cc TT in 1969 in each case would expire. <p len="1761" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The FIM determined that organizers in 1969 at least five classes had to include in their programme. At the Ulster Grand Prix one had in 1959 the sidecar class canceled due to the high cost startup money, but that came back in 1969. The 125cc class on the other hand, was deleted and replaced with the 50cc class. That was not very popular, but it was expected there is more tension than in the 125cc class. Especially the 50cc and the sidecar class took advantage of the new rule: the 50cc got ten races and the sidecar class seven. There came a new World Cup race at: The Grand Prix of Yugoslavia got World Cup status and finished the season. There was also a new scoring system, which from now on the first 10 finishers received points. That had no major impact on the World Cup, but so much for the length of the list of drivers with points.Although the FIM initially had indicated that there would be no technical changes before 1970, was in the winter of 1968-1969, a different decision taken very late for producers who already were engaged in the development of their engines: from 1969 should the 50cc-racers have only one cylinder and the 125cc-racers up to two.
 * 1969

<p len="1043" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Yamaha presented in november 1968 and her new TD 2 TR 1 production racers. However, in early January 1969 made Yamaha known to will stop racing on roads. Thus hooked the last Japanese manufacturer Kawasaki, which is limited, because even had to support Dave Simmonds in the 125cc class, was stopped. Phil Read and Bill Ivy got the new 250 and 350cc production racers offered. The two cylinder Yamaha production racers could in the 250-and even the 350cc class excellently participate.

<p len="1001" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Beginning 1969 finally Mike Hailwood made known to stop motorcycle racing. Hans Georg Anscheidt also ended his career. He handed over his 125cc Suzuki two cylinder to the Dutchman Cees van Dongen. Giacomo Agostini admitted in March that he would quit motorcycle racing in september 1969.

<p len="404" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Only seven years after the introduction of the 50cc class in the World Championship also suggested the Auto-Cycle Union a British championship in. However, their title had to combat the 50cc-racers in small, insignificant club matches.

<p len="948" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">On 22 July 1969 were the ban to the raising of the flag of the German Democratic Republic lifted by the Government of Willy Brandt. That had apart from political consequences also sporty, because now the East German athletes could finally be called under their own nationality. For that reason they had pulled out of the Grand Prix of Germany and the two-day of Bergamo.

<p len="597" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After the TT Assen made Benelli known that the 350cc four cylinder would remain indoors and that Kel Carruthers got a factory contract. Carruthers had in the Isle of Man TT replaced the injured Renzo Pasolini and in Assen driven together with Pasolini.

<p len="1199" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">A special appearance was the 125cc DIY Austrian Heinz Kriwanekracer. The tube frame had flattened parts where the welded, only five-speed with only one rear shock. There was an almost standardtwo-stroke motorRotax-in. Kriwanek pulled out remarkable results with it: third in Germany and second in the GDR. He finished fifth In the World Cup. His machine turned out to be also the lightest of the whole field with only 70 kg.

<p len="1150" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Colin Seeley was in 1967 to the rescue for the Norton-drivers, when he the production rights for the Norton Manx models took over by Associated Motor Cycles. In september 1969 he offered for sale to them, however, because he wanted to concentrate on the Seeley-racers, all of which were of Matchless G50 and AJS Boy Racer blocks. In fact, these engines on the cylinder capacity after identical.

<p len="776" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After the death of Bill Ivy during the Grand Prix of the GDR became Jack Findlay, who lived in Paris and under French license reed, replaced by the team of Jawa.

<p len="6105" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The season was opened again with the Italian Spring competition. At the first race in Rimini tried one Mike Hailwood for to get a lot of money at the start, but failed for lack of a motorcycle. It was thus an Italian discussion involving the main class (500cc) by Agostini with the MV Agusta was won. He did a week later in Modena again. In Riccione was a good starting field attracted internationally, with among others Giacomo Agostini, Angelo Bergamonti, Ralph Bryans, Stuart Graham, Mike Hailwood, Alberto Pagani, Renzo Pasolini and Phil Read. Hailwood had the four-cylinder Honda RC 181built especially for him, but now in theReynolds-frame. The machine, however, was not up to date: she was owned by Hailwood itself and spare parts had he not. He could not even the gears to match the circuit. Bryans rode with the 125 and 250cc ex-factory Honda's Luigi Taveri who's from the transportation museum in Lucerne were taken but were also not entirely raceklaar. Graham wanted to start with his 125cc Suzuki, but had to use the (mandatory) training to tinker and could not even participate. Phil Read had the junky Yamaha TD 1 B that three years earlier in the Manx Grand Prix was deployed and was much too slowly. It seemed there thus at that the big names start more for money than for serious participation had come. Mike Hailwood clipped 3,000,000 lire (18.000 guilders) for his performance. Pasolini and Agostini took in the 350cc race in any case, that's an exciting fight for the third time by Pasolini (Benelli) was won. In the 500cc race it seemed until halfway through the game exciting because Agostini then recently turned the gas fully open. Hailwood could with the much slower Honda hold the second place though. The only non-Italian who won a race was Ralph Bryans that the 125cc on his name wrote. Weather In Cervia the foreign participation was limited, but the Bryans maintained 125cc race to win again. Pasolini once again won the 350cc race, in which Agostini this time went out with a broken gearbox. The last Italian championship race in San Remo was still during the current World Cup season was held, in the break between the French GP and the Isle of Man TT was inserted. Major drivers were missing here: Agostini because he had the 500cc title and Pasolini because he was injured (broken collarbone) but for the 350cc title no longer made from: that was for him.

<p len="876" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Count Domenica Agusta did not agree with the decision the Italian Grand Prix of Monza to Imola to move and therefore he caused during that race the 350 and 500cc three cylinders on stable stand. He took away with it the Italian fans their newly crowned double champion Giacomo Agostini in action.

<p len="931" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After the FIM Congress in October 1969 there was more clear on the changes in the regulations. In 1970 if both the 125 and 250cc machines have no more than two cylinders and six-speed gearbox. That marked the end of the four-cylinder Benelli-but also by the four cylinder two-stroke Moto Villa, who have not even had come from the prototypestage. Benelli had even announced to start working on a 250cc six-cylinder, but that was, of course, no longer needed. Both teams was left only to increase their duration developed machines to 350cc, but the brothers Villa didn't do so.

<p len="213" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In december 1969, it was announced that the Vincent-Kreidler team would fall apart. Aalt Toersen tendered his resignation (he was employee at Vincent) and the same did Jan Smit, who man who prepared the racers.

<p len="1735" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In August 1969 gave three sidecar toppers that they wanted to stop racing: Helmut Fath, Klaus Enders and Georg Auerbacher. Fath was when by accident in a Finnish International race for the rest of the season off.All three they found the cost too high, especially since the start were getting lower apply. Enders had already resold and those of his sidecar combination Auerbacher was for sale. Finally Enders and Auerbacher in 1970 wont turn back on the start and they were even first and second. Helmut Fath was by the new companion of Friedl Münch, a certain Bell, invited to work together. Bell wanted Münch-URS racers going to make with the URS-four-cylinder, both for the 500cc class as the sidecar class.

<p len="1167" style="margin-top:0.5em;margin-bottom:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When Yamaha decided that initially the stop also do wild Bill Ivy. He wanted to beat articles going to sell (he was by his hair style called "Beatle" for years), then bought a formula 2 car, but in May 1969 he had already two race cars totall loss driven. He was already going to drive with the new Jawa 350 cc V4. A lockup with this engine eventually cost him his life. ==Points Count<span class="mw-editsection" len="349" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;font-family:sans-serif;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] == <p lang="en" len="99" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 1960s continued the scoring initially maintained, but in 1969 they changed: ===Number (counting) games<span class="mw-editsection" len="365" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="491" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The count of the number of matches was again very complicated. At an even number of matches was the number of matches halved and there was one at added up. That meant, for example, in the 250cc class of 1960: 6: 2 + 1 = 4 counting results. In the other classes was an odd number of races. There it was first added and then it became number 1 in half. For the 500cc class of 1960 (7 games) was that for example (7 + 1): 2 = 4 counting results. <p lang="en" len="42" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">* France due to heavy rain canceled ==Classes<span class="mw-editsection" len="343" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;font-family:sans-serif;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] == ===50cc<span class="mw-editsection" len="340" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="3505" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 50cc class was in the fifties has become popular in many countries, such as Germany, Spain, Yugoslavia (where one "Moto Cup" class knew) and Netherlands (where one "moped races" organized). In 1961 the FIM experimented with a single European Championship with matches in Germany, Belgium, Netherlands, Yugoslavia and Spain. Kreidler dominated the Moto Cup for quite a while with Hans Georg Anscheidt, but dared with the 6 ½ HP Kleidler Florett the confrontation to go anyway. Therefore we developed a special factory racer with no less than twelve gears, with which Anscheidt won this "Coupe d'Europe". Wolfgang Gedlich was with a Kreidler second and the Belgian third Itom with a Pierrot. Henk van Veen, then still the importer of scooters Hercules, came often in Germany and was impressed by the Kreidler racers. He knew such a machine engineer at Hilber los talking before the race on Zandvoort. That was made available to Cees van Koeveringe, but without the twelve data. That was so complicated (four foot gears and three hand gears), that the time would be too short for the van Koeveringe gear pattern to master. Victor Barbosa was on Zandvoort fourth and was the last driver that are not on a round was ridden by Anscheidt. <p len="3639" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1962 the 50cc class in the World Championship was introduced. Honda came to the start with the RC 110 factory racer and the CR 110 production racer. Kreidler had thanks to the developments of 1961 been a technical lead. Although the former "greats" Italy and Great Britain rather down on the new class, she got of the FIM immediately ten matches. The fight seemed to go between Kreidler and Honda, but appeared in theIsle of Man TT Ernst Degner with his new Suzuki RM 62 and he won four games in a row. Kreidler put maybe too much on Hans Georg Anscheidt, whereby the Dutch Jan Hammond not always the fastest machine got.He defeated sometimes do, but not Degner Anscheidt. Honda gave in France a victory gift to Hammond when the leading Kunimitsu Takahashi left waiting for Luigi Taveri. The season was a little exciting when Degner injured in the Ulster Grand Prix, but in the end he knew the title. <p len="2053" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda withdrew in 1963 back from the 50cc class. Kreidler had only one factory rider, Hans Georg Anscheidt. Suzuki had as new leader Hugh Anderson. Kreidler Anscheidt won the first race and Spain with his, where Busquets José with his Derbi in third place behind Anderson. Suzuki turned out to have orders not yet stable in order are: during the 50 cc TT pecked Mitsuo Itō the first place of teammate Anderson and in Assen did Ernst Degner the same. This allowed the connection with his Kreidler keep Anscheidt.In addition, finished Anderson in Belgium only reached after crossing Anscheidt in fourth place. Anscheidt won In Finland, and again ended Anderson behind his teammate Itō, which in turn cost unnecessary points. Anscheidt even came to equal height (33 points) with Anderson. However, went to Argentina and Japan Anscheidt. Anderson won In Argentina, leaving him tied with Anscheidt in terms of victories but had scored 8 points more. The world title was thereby secured. Suzuki also started in Japan, but debuted the 1964 Honda RC 113 two cylinder. Luigi Taveri won the competition before the Suzuki's by Anderson and Shunkishi Masuda. <p len="1003" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">It took too long before in 1964 at Honda the RC 113 two cylinder well got to running. One not traveled down to the opening race at the Daytona International Speedway where Suzuki with Anderson grabbed the top three places, Morishita and Itō. After that fell Honda driver Ralph Bryans in Spain and France out. In Spain and in France won Anscheidt won (Kreidler) Anderson. In the 50 cc TT on Man was Bryans second behind Anderson, but then he won three GP 's: Netherlands, Belgium and Germany. However, it was too late; catch up Anderson was already grown too large. Anderson was world champion, Bryans was second and third was Anscheidt. After a serious fall in Japan in 1963 was Ernst Degner only in september 1964 again fit enough to start, but then it was 50cc season already ended. <p len="1151" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 50cc class, though still not popular in some countries, was probably the most exciting of the whole season 1965. Here were the Honda RC 115 and Suzuki RK 65 up against each other and after seven of the eight games the Championship was still undecided. Eventually pulled Ralph Bryans (Honda) at the longest end and in the final race lost to Hugh Anderson (Suzuki) his second place even to Luigi Taveri (Honda). <p len="1414" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1966 got the 50cc class only six games, and had even become almost five because the Organization of the Isle of Man TT best of this League wanted. At less than 25 participants should they be deleted, but there were 29 regulatory registrations. Hans Georg Anscheidt was now in the service of Suzuki but had as teammate Hugh Anderson. The 50cc class, although not popular, remained the longest anywhere exciting. For the last game in Japan she was still undecided, because the Honda's and Suzuki's were all strong. Ralph Bryans and Luigi Taveri (both Honda) both had 26 points and Anscheidt had 25. Honda did not agree with the choice for the Fuji Speedway and appeared as a matter of principle not at her own home Grand Prix. That meant almost automatically that the 50cc world title gave up, because now had a second place Anscheidt enough to become world champions. Oddly enough, he was that second place almost remember by a teammate. The race was won by Yoshimi Katayama. Although Anscheidt was second, but the difference with Hugh Anderson amounted to only 0.1 second. If Anderson had been slightly faster, was the world title to Ralph Bryans gone. <p len="831" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda pulled out In 1967 the 50cc class and when it was actually clear that the World Cup had done no good at all this class status. The European brands, which had stood at the cradle of this class, played no role more after the Japanese brands with their expensive two cylinders all received titles. In addition, it was in the meantime has become very difficult to get a reasonable filled starting field. In France finished just 5 drivers and in the Isle of Man TT 13. Suzuki was with the RK 67 Supreme: no other brand knew a 50cc Grand Prix win. The first three places in the final standings were occupied by Suzuki 's. <p len="1218" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">With still only five games was the 50cc class also in 1968 is still very limited. Without factory support, the Suzuki riders had to finish the season what got the Isle of Man TT Anscheidt skip because the starting money was not enough to pay the travel. He had already won two GP 's. Jamathi went the little brand getting better do, although the first points by Paul Lancaster by Kreidler. Lamothe started in the place of Jan Hammond, but it was not allowed to replace both the driver and the motorcycle. Officially was called the Jamathi that day so "Kreidler". Although Anscheidt effortlessly champion, was second in the final standings in the long run for Lancaster. <p len="947" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Because Suzuki could no longer took part in the smaller brands Kreidler, Derbi and Jamathi the Championship of 1969 among them Duke it out. Both the Kreidler as the Derbi were improved, but Paul Lancaster could in the beginning of the season do not already have the new, water cooled Jamathi. In addition, he continued to burden all season keeping the moderate reliability of Jamathi. The fight eventually went between Ángel Nieto (Derbi) and Aalt Toersen (Kreidler). Nieto it decided in the last race in Yugoslavia in his favor, when Talley fell and Nieto to second place had had enough. ====World Champions<span class="mw-editsection" len="352" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ===125cc<span class="mw-editsection" len="341" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="3992" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Carlo Ubbiali (MV Agusta) had little trouble with the competition in the 125cc class of 1960. He has won four of the five Grands Prix. His teammate Gary Hocking was second three times. Bruno Spaggiari was with a MV Agusta second in Monza and fourth in Ulsterand Belgium . What could oppose only MZ : Ernst Degner won with it in Belgium, was third in Ulster and Monza and fifth in Assen, Alberto Gandossi was third in Assen, John Hempleman was second in Belgium. Honda had intended to come back to win in 1960, but the success remained out. Naomi Tanaguchi was again sixth in the Ultra-Lightweight TT and Jim Redman and Giichi Suzukiwere fourth and sixth in Assen. Redman was also fourth in Italy and Kunimitsu Takahashi was sixth. <p len="2664" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Hailwood began the 125cc Championship of 1961 with an EMC, but switched after three games over at the Honda RC 143 and immediately won the Lightweight 125 cc TT with it. Then he fell three times and he made no chance at the world title. That fight went between Ernst Degner with the MZ RE 125 and Tom Phillis with the Honda 2RC 143. Degner led after the ninth game, the Grand Prix des Nations at Monza, but after that game he fled to the West, whereby MZ the fight had to cease and Phillis could be world champion by winning the Autódromo Oscar Alfredo Gálvez on in Buenos Aires. Degner was still second in the final standings, before another four Honda riders: Taveri, Redman, Takahashi and Hailwood. <p len="1995" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 125cc class there was no powder washed in 1962 against the fast Honda RC 145's of Luigi Taveri, Jim Redman, Tommy Robb, Teisuke Tanaka and Kunimitsu Takahashi. If only Hugh Anderson with the Suzuki RT 62 win in Argentina, because the Honda-team didn't start there came. Takahashi won the first two GP 's, but from theUltra-Lightweight TT Taveri took it from him about it. That contest he drove with an average of more than 90 mph (145 km/h). At the end of the season were for the first time in the history of the World Championship the first four places occupied by one brand: Luigi Taveri, Jim Redman, Tommy Robb and Kunimitsu Takahashi with their Honda 's. <p len="2000" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Just like in the 50cc class Suzuki came in 1963 in the 125cc class with a great team at the start: Hugh Anderson, Ernst Degner, Michio Ichino, Mitsuo Itō, Isao Morishita, Frank Perris and Bert Schneider. It had also developed a two cylinder, now the RT 63. As usual, Suzuki the Grand Prix of Spain, whereby Taveri, Redman and Takahashi grabbed all podium places with their Honda 's. Starting from the second Grand Prix in the 125cc class (Germany) was the Suzuki what beat the clock: its only game Here won Ernst Degner of 1963. In France, Man, Assen, Ulster, the GDR and Finland won in Japan in Belgium Schneider and Anderson, Perris. Anderson had not traveled down to the title and Suzuki Monza and Argentina making Honda with Taveri and Redman could take two more victories. On the home track in Suzuka was Suzuki again. Perris won here before Redman and Degner. A small mile end for Suzuki was the first 125cc world title with a two-stroke engine was achieved. <p len="1941" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1964 could Suzuki especially score points at times when Honda took part or not the Honda drivers were unlucky or fell. In general exchanged Luigi Taveri and Jim Redman each other off as contest winner and at the end of the year was Taveri world champion and Redman second. Honda had in 1963 still budget and the RC 145 two cylinder from 1962 used, but now there was a new four cylinder, 2RC 146. In this year alsoYamaha came several times to the start with the new RA 97. Phil Read was second in Assen with it. <p len="3317" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1965 had a two cylinder parallel to the Suzuki 50cc 125cc two cylinder, the RT 65 developed. And with success, the 125cc class of 1965 was disastrous for Honda. The best result was the second place of Luigi Taveri in the Lightweight 125 cc TT. Suzuki could easily drive to the title and there appeared just one cloud on the horizon: Yamaha had a water-cooled version of the RA 97 created. With it came one only three times at the start: during the Tt of Man and axles and the GP des Nations in Monza. In France was Honda straight humiliated. Taveri was fifth, but had two laps behind Hugh Anderson. Honda brought in the Lightweight 125 cc TT the new 4RC 146, but that differed but little of its predecessor and did not run well. Yamaha came in that game with the new water cooled version of the RA 97 and Phil Read picked the profit with it. Mike Duffwon In Assen with the Yamaha, but this brand focused still on the 250cc class and came in the 125cc not often at the start. Hugh Anderson became world champion in Monza. Honda appeared In Japan with the spectacular five cylinder RC 148. Luigi Taveri went this long time in the lead, but gave up when he actually drove the one head gasket with a 100cc four cylinder and he was passed by Hugh Anderson. <p len="1733" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The Honda RC 149 five cylinder was able to cope with the speedy Suzuki 's, out there in 1966 to nearly no more were called in. The fight went between Luigi Taveri with his Honda and Bill Ivy with his Yamaha RA 97.Taveri and Ivy exchanged victories reasonably evenly, but at the end of the season, Honda still the overtone: Taveri became world champion and Ivy was second. Kawasaki made his debut in 1966 in the 125cc class, but led to points it yet. In the Ulster Grand Prix came Yamaha with a new machine, the four-cylinder RA 31, provided by Phil Read was driven to third place. After this match was already world champion Luigi Taveri. <p len="3105" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda stepped in 1967 from the 50 and 125cc classes, but Suzuki tried to offer more resistance by Yamaha now also with a four-cylinder at the start, the Suzuki RS 67. That appeared, however, until late in the season. For Yamaha came Phil Read and Bill Ivy at the start, for Suzuki Stuart Graham, Hans Georg Anscheidt and Yoshimi Katayama. The Yamaha's power and the few victories for Suzuki were often also due to setback for Yamaha. Katayama won in Germany after Ivy and Read both in passing stragglers cases were. Graham won In Finland. Bill Ivy was the fastest of the day, but he had to replace his spark plugs twice and was trailing with a round even second. Read started badly but nevertheless picked up the lead until his engine crashed. Dave Simmonds achieved the first podium finish for Kawasaki. Ivy went three times In Monza the pit in to water refill (twice he was redirected because that was not available). However, it did just before the finish to get back on the first place of Anscheidt. Eventually Ivy world champion and Read was second.Only in the last race appeared two new four-cylinder: the Suzuki RS 67 and the new Kawasaki. <p len="1320" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1968 there were obvious team orders issued by Yamaha 125cc champion had to be: Read, supported by Ivy, and in the 250cc class was supposed to be the other way around. Many could not go wrong, because even Suzuki had been withdrawn from the 125cc class. In the beginning of the season there were some reliability issues with the Yamaha RA 31 A, but in General knew Read his matches to win anyway. Sometimes were the (banned) team orders yet visible to anyone, such as during the Lightweight 125 cc TT, where Ivy in the lead went but then ever more slowly with no apparent cause went so Read him could catch up. In Finland, there was a hefty quarrel between the Yamaha drivers, when it became clear that Read do not follow the wanted to keep appointments and both wanted to win world titles. It was known even then, pretty sure there's no Japanese GP 125cc champion was already making Read more would come. <p len="1255" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1969 stopped also Yamaha with racing on roads. There was actually no real "factory machine" to find more. Cees van Dongen and Dieter Braun had the ex-factory-Suzuki's and Dave Simmonds got beperte support of Kawasaki. The Suzuki van van Dongen was owned by Henk Viscaal, who also had the necessary spare parts. Who had not Braun. This was forced to sell his Suzuki to Viscaal solved by also with the season on the condition that he was allowed to drive there. Thus was born one Suzuki-team, under the banner of the "Motor Racing Team Netherlands" that other Dutch drivers supported. Although the season for van Dongen started well with a victory in Spain, turned out to be Dave Simmonds far too strong and he was world champion with ease. The battle for second place went between van Dongen and Braun, but when van Dongen got onegheid with Viscaal he could no longer drive the last two games. ====World Champions<span class="mw-editsection" len="352" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ===250cc<span class="mw-editsection" len="342" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="5945" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After seven world titles was sacrosanct and Carlo Ubbiali in 1960 absolutely first rider in the team for the light classes of MV Agusta. His teammate Tarquinio Provini took in 1960 no longer content with his subordinate role and exchanged its seat with Emilio Mendogni. Provini came so the Moto Morini 250 Bialbero to sit. However, the 500cc MV Mendogni came from. Provini was third in the Lightweight TT and drove the fastest lap in the TT Assen, but was only ninth in the Championship. Gary Hocking had with his MZ 1959 won two of the last three games, and he was enlisted by MV Agusta as second man in the light class. Although Honda gently at the door rattled, earned MV Agusta the first three places in the World Championship: Ubbiali, Hocking and Taveri. Honda had in 1959 and visited the Isle of Man TT Teisuke Tanaka, Naomi Taniguchi, Giichi Suzukiand Junzo Suzuki in the 125cc start Ultra-Lightweight TT . In 1960, it was back, but now with the 250cc RC 161 four cylinder. The Japanese factory riders started the season with injuries, leaving Jim Redman could offer his services to the team. He was third in the Ulster Grand Prix and second in the Grand Prix des Nations at Monza, finishing as the best Honda driver as fourth in the World Championship. <p len="3563" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 250cc season of 1961 began for Hailwood in april at Brands Hatch, where he with his brand new Honda RC 162 four cylinder immediately won a national contest. In the World Championship he went not to the GP of Spain and he was only eighth on the Hockenheimring, but afterwards it went steadily. He was second in Clermont-Ferrand, won the Lightweight TT and the TT Assen, was third in Spa-Francorchamps, first on theSachsenring, 2nd at Dundrod and Monza and first in kristianstad. The last race on the Autódromo Oscar Alfredo Gálvez, in Buenos Aires he could let shoot, because his world title was secured. Honda occupied the first five places in the 250cc Championship, with the factory riders Tom Phillis and Jim Redman as second and third. <p len="2605" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1962, MZ in the own a 250cc Grand Prix at the Sachsenring machine available to Mike Hailwood. Who fought a grim battle with Jim Redman (Honda) but was eventually second. Furthermore, had the Honda RC 163no competition. Only in the last GP (Argentina), where Honda could not start, Arthur Wheeler with a Moto Guzzi 250 Bialbero win. This was an outdated machine, which had had a facelift and in the end third in the World Cup was. The world title went to Jim Redman, who had won six of the ten games. One had high expectations of the new Benelli four cylinder, but Mike Hailwood started there only twice and both times he fell out.The proposed works driver Silvio Grassetti tested only with it but also won an international race in Cesenatico. Bob McIntyre rode six games for Honda, but was killed on 6 August with four Grand Prix to go.Nevertheless, he was second in the World Championship 250cc posthumously. <p len="3363" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda cut in 1963, and thereby had to factory drivers Redman, Robb, Takahashi and Taveri it with the "old" RC 163 do. The danger was expected of the Yamaha RD 56, had done that, and possibly also of Suzuki, which has for some years to a 250cc twin cylinder worked (the RV 61, the RV 62 and the RZ 63). That machines were used for the time being, however, only in Japanese Championship. The danger turned out at the start of the season from a very different and unexpected angle to come: the first two 250cc GP's of 1963 (Germany and Spain) won Tarquinio Provini with the rather simple single-cylinder Morini. The 250cc race in France was called off due to the heavy rain, and not travelled to the Isle of Man, where Provini Redman managed to win. However, there also appeared the Yamaha RD 56 enters the scene, with which Fumio Itofinished second, before the occasional-Honda driver Bill Smith. To make matters worse, pulled back below its factory team, whereby the Honda drivers had to draw their own plan where the transport and maintenance of the motorcycles were concerned. Redman then won the most races, but he remained haunted by Provini. Yamaha pulled after Belgium the team returned, and only came in the last GP (Japan) back to the start.Redman was nipped world champion and Provini was second. <p len="3451" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Yamaha picked it in 1964 seriously and hired two factory riders in: Phil Read and Mike Duff. When Tommy Robb during the season at Honda had to leave he also stepped on a Yamaha. Yamaha and Honda beat the United States and in Spain won Tarquinio Provini with the four-cylinder Benelli, but then a huge battle for the 250cc two-strokebetween the two title los cylinder Yamaha RD 56 and the four cylinder four-stroke Honda RC 164. Jim Redman won the Honda on the Isle of Man and in Assen, but Phil Read then won one GP after the other and it was clear that the two-stroke got the upper hand. Only when the machine of Read the Mike Duff won in Belgium failed. Suzuki did a first attempt In France with the Suzuki RZ 64 and Bert Schneider was third with it. In Ulster suggested Read the constructors title already sure, but he was equal in points with Redman. Honda came with the new six-cylinder In Monza 3RC 164 at the start, but Redman could not fully go through cooling problems there. Read was now also individual world champion. Redman won the six-cylinder in Japan. <p len="2962" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Although Honda had a lot of money and energy spent on its six-cylinder, hit one the Grand Prix of the United States again over. Just like in 1963, the factory team mid-season to Japan called, whereby the drivers were more or less left to their fate. Although everyone early on was hoping for the new four cylinder Yamaha, reason Read and Duff almost the whole season still with the two cylinder RD 56. There were thirteen GP's and Read won the first four, but Redman had broken his collarbone in Germany and his protégé Bruce Beale was also injured was hit. Redman was fit again In France, but then went over his head while he lay on gearbox piece. Beale became there second behind Read, but he drove with the old Honda RC 164 four-cylinder. Redman could only in the Lightweight TT show what are six-cylinder ' virtuosity: he really won 3 1/2 minute gap on Duff. Read was admittedly fallen out but could not threaten for that time Redman. From Assen started Read and Redman to alternate their victories, but Read could not be overtaken. In addition, everyone knew that in case of emergency, the new four cylinder Yamaha RD 05 behind the hand. In addition, Redman broke his collarbone in a fall again in the Ulster Grand Prix. Read also in Finland but because not even drove Redman could not start attacked him the world title already in the womb. In Monza came then finally the Yamaha RD 05 at the start, but had a bad start, Read spark plugs had to Exchange and finally went there all the way from the speed. Mike Duff won with the two cylinder Yamaha. In Japan could offer a Mike Hailwood Honda machine because his contract expired after the with MV Agusta 350cc race. Hailwood won. Bill Ivy, at last summoned by Yamaha because Mike Duff had broken a hip in training, was third. <p len="582" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1966 would Jim Redman on the 250-and the 350cc class focus, and Mike Hailwood on the 350-and the 500cc class. Hailwood was from the beginning also in the 250cc class to be much faster than Redman. Finally won Hailwood all 250cc races in which he started. He didn't in Ulster because the title already was inside, and in Japan, because Honda refused to drive on the Fuji Speedway . <p len="2078" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the first races in 1967, Mike Hailwood, Phil Read and pursued by bad luck which Ralph Bryans won. Bryans was on the 250cc Honda stepped after this brand no longer meets the lightest classes participated. In the rest of the season off each other in terms of Read and Hailwood exchanged victories, while once in a different driver could win: Bill Yvy or Ralph Bryans. All season were also the "competitors", as far as any at all by was, almost always put on one or more laps behind. Between the top ones by Yamaha and Honda long remained exciting, even though because both brands were regularly with mechanical problems. After the penultimate game in Canada were Hailwood and Read even in points right. The 250cc World Championship In Japan had to be so decided. That seemed to happen quickly when Phil Read in the fifth round fell out, but that happened to Mike Hailwood also a round later. Both were so winless and with it on 50 points in World Cup mode. There was a discussion about who is now the new champion was. There was even talk of differences between the French-and the English text of the FIM rules. Counted the number of victories, then was Hailwood with five times profit champion had won only four games, because Read. There were also people who thought that if the seven counting gave inconclusive results, the eighth that had to do. In that case Read champion. The last rule change gave the outcome: based on the number of victories was world champion Mike Hailwood. He equaled the record of Carlo Ubbiali: 9 world titles. <p len="1363" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1968 was Honda disappeared from the scene, making it seemed that Yamaha would get the very easy. That fell to Phil Read and Bill Ivy rather that against each other made life difficult. According to the stable orders from Yamaha had to Bill Ivy 250cc champion. Ivy had already supported in the 125cc class Read, but when it came to do something back gave Read not at home. That revealed itself for the first time in Czechoslovakia, when Ivy had not openly let him win because Read was indignant. Yamaha it was embarrassed and was pissed at Phil Read and provided for Ivy in Ulster of special expansion rooms for his machine.Because when actually already known was that the Japanese GP would go through, not just Read that the winner of Monza also would be world champion. Read won in Monza, but because they both had five victories and second Ivy was also both 46 points. The State had to be determined by the race times of matches in which they both finished summing were. Those were the matches in Assen, Sachsenring, Brno, and Monza. Ivy that had driven in a total time of 3 hours, 17 minutes and 29.2 seconds, Read in 3 hours, 15 minutes and 22.9 seconds. Ivy came 2 minutes and 5.3 seconds too short for the world title. Just like Agostini was also double world champion Phil Read now in 1968. <p len="2920" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">After Honda ceased in 1969 also Yamaha with its factory support. One had, however, in the meantime, a quick production racer, the Yamaha TD 2. Also Read and Ivy had these machines, but Read started only in the Isle of Man TT (fallen out with the four-cylinder Benelli) and at Monza. There he used the Yamaha factory racer of Benelli because he got no and he won the final race of the season. Ivy then switched to the Jawa 350 cc V4, but died on 12 July. Thereby was the 250cc title fight open and European brands could call the shots again, although Kent Andersson with his Yamaha still nearly threw a spanner in the works. Santiago Herrero won the first and the third race with his Ossa, but in the Isle of Man TT if Kel Carruthers injured Renzo Pasolini at Benelli replaced and that turned out to be a golden handle. Carruthers won that race, but in the rest of the season, he won only two other races. He however, racking up 89 points together and that was enough for the world title. However, it was clear that the Yamaha TD 2, production racer or not, was a tough opponent. Andersson ended up with it in second place with 84 points. The title fight was even only in the last race in Yugoslavia decided. ====World Champions<span class="mw-editsection" len="353" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ===350cc<span class="mw-editsection" len="342" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="629" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 350cc season 1960 was exciting by the infighting of two teammates of MV Agusta, John Surtees and Gary Hocking. With only four results counted both finished with 22 points. They both had two WINS and one second place scored. Hocking had no more races, Surtees though. Who had thereby also a third place. The points did not count with it, but the result is and thereby Surtees world champion. <p len="2064" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1961 put MV Agusta in the 350cc class only Gary Hocking in. Who hit the first game (Germany) over but then began to collect points: second in the Junior TT and after victories in Italy and the Netherlands, GDR, Ulster. The last Grand Prix in Sweden showed he also shoot, because the world title was already safe. Although the starting field still largely from Norton and AJS machines existed, they were totally outgunned. The second place was for František Šťastný and the third for Gustav Havel and they reason both on the Jawa 350 cc twin. In 1961, Hailwood was not very interested in the 350cc class. He fell with a AJS got out in Germany and Man, but for the race in Monza a MV Agusta 350 4 c with which he finished second. <p len="3879" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Honda drilled for the season 1962 the 250cc RC 162 on to 47 mm making the cylinder capacity on 284, 5cc came. This was the RC 170. With that machine came Bob McIntyre and Tom Phillis in the Junior TT. Phillis was killed during that race and also McIntyre took out not finish the race. Jim Redman knew there to win the TT's Axles . During the Ulster Grand Prix, Redman and Tommy Robb at the start with a new version, theHonda RC 171. The bore was now 49 mm, but also the carter and the crankshaft were adjusted, so that the battle amounted to 45 mm and a cylinder capacity of 339, 4cc. Redman became first and Robb third. From that moment gave Honda no contest more off your hands: Redman also won the Grand Prix of the GDR and the GP des Nations and Robb won the Finnish GP. Redman became world champion before Robb and Mike Hailwood (MV Agusta). <p len="2776" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 350cc class of 1963 in each case made clear that the British motorcycles absolutely no longer could come. Mike Duff used a AJS Boy Racer, but was only tenth in the final standings, still behind John Hartle, which with the Gilera 350 4 c had driven only one game, the Bianchi two cylinder of Remo Venturi and the CKEB by Nikolai Sevast'ânov. The 350cc class was a bit the Cinderella of the World Championship, only taken seriously by Honda. MV Agusta sent Mike Hailwood not even to the first race in Germany. In Man fell Hailwood out. That both games were won by Redman with the Honda RC 171 four cylinder. Redman also won in Assen and Ulster, making his world title was in fact already sure, because the four best results counted. Yet knew Hailwood to be won in the GDR and Finland, but the Monza GP went back to Jim Redman. That was before world champion Hailwood and Luigi Taveri (Honda). Had to make do with a Taveri 305cc Honda CR 77 production racer. <p len="4215" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The supremacy of Honda in the 350cc class of 1964 was so great that the Rhodesiër Bruce Beale, fellow countryman and protégé of Jim Redman, Honda CR 77 with a production racer could be second in the World Championship. Redman itself won the Honda RC 172 all matches. Mike Hailwood came with the MV Agusta 350 4 c at the start in Assen, where he finished second, but kept the 350cc class afterwards for seen. Only in the last race in Japan, he came back to be second again. He was fourth in the Championship, behind Mike Duff with a AJS Boy Racer. On the Sachsenring in the GDR appeared two new Russian 350cc machines from the Central construction Office CKEB under the brand name "Vostok". The air-cooled four-cylinder viertakten both of which were retired by piston problems, but also in terms of road holding much deficit came.Eventually took out the Russian in Finland still Endel Kiisa four points, enough for a shared eighth place in the World Championship. Yet, there are more "threat" from the East: In Monza Vostoks initially went well with it, but also with a single-cylinder ČZ Stanislav Malina and Gustav Havel with a Jawa two cylinder. The Jawa Vostoks and fell out, but Malina was third. <p len="2013" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1965 the 350cc class governed by the Honda 2RC 172 four cylinder. Although the new MV Agusta 350 three-cylinder put in, but that had to be even more reliable and Moreover, one had two top drivers: Hailwood and Agostini. Who also loved all points from each other, while Honda put everything on Jim Redman. His "second man" Bruce Beale had to do with the machines in General from 1964. At the first race broke Jim Redman won a collarbone and Agostini, but Redman had almost two months to recover and was at the Isle of Man TT fit again. He picked up four wins in a row, but in the Ulster Grand Prix again broke a collar bone.MV Agusta was there not even appeared, but now the Italians went to Redman was disabled again Finland, which is actually not even in the planning was. Agostini won in Finland and in Monza and then he and Redman had 32 points. In Japan got Redman the new Honda RC 165 six-cylinder, but by a bee sting above his eye he could not go to the full. Agostini however also not: its engine was running not good. Hailwood won for MV Agusta, but Redman could easily drive to second place and world champion. <p len="1199" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The opening race of 1966 set the tone: Hailwood won the Honda 2RC 172 with a round ahead of Tarquinio Provini with his Benelli four cylinder. Hailwood won two matches, but beat the 350cc race in the GDR over because he otherwise had to more than 500 km on a day racing and that was forbidden. Agostini won here with all opponents on at least one round. In Czechoslovakia it was exciting between Hailwood and Agostini, but still won Hailwood also there. In the eighth race on Man, where Hailwood went out, won Agostini once more. Hailwood then came not at all more at the start. He had won six races and could no longer be overtaken. <p len="961" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Remarkably, the 350cc World Championship of 1967 was contested with motorcycles at the usually long after the 350cc didn't make. Honda used the RC 174, one to 297cc opgeboorde MZ participated with six-cylinder 250cc, twin cylinder two-strokes 251cc. Only MV Agusta and Benelli brought full 350cc machines in battle. The best five results determined the world title and Hailwood won the first five races with his Honda with force majeure and thus was secured the world title. Hailwood concentrated on the classes where he still no world champion was: the 500cc and 250cc. <p len="1049" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When Honda in 1968 had pulled out of the motorcycle racing MV Agusta and Agostini had free rein. The tension in the 350cc class had to come from the fight for second place, because Ago won all matches. It went between Renzo Pasolini with the four-cylinder Benelli and Kel Carruthers that with different versions of the Aermacchi Ala d'Oro 350 came at the start. Eventually took out one point more than Pasolini Carruthers. <p len="2213" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Also in 1969, MV Agusta and Agostini had no competition. Agostini won the first eight races but came in Imola didn't start because count Domenico Agusta did not agree with the choice of this circuit. Also not appeared in Opatija MV Agusta. Because Yamaha now also had stopped also could Read Phil and Bill Ivy drive for other brands. Ivy chose the 350cc class and the Jawa 350 cc V4, but this engine was still not reliable enough. Eventually was killed in turn by the Ivy in the GDR after which the machine Jack Findlay and Silvio Grassetti was administered. Grassetti won the last Grand Prix in Opatija and Phil Read won with a light opgeboorde Yamaha in Imola. ====World Champions<span class="mw-editsection" len="353" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ===500cc<span class="mw-editsection" len="342" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2013" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">John Surtees in 1960 with the MV Agusta had no competition in the 500cc class. His second man was Remo Venturi, but for the Senior TT John Hartle got his machine, because of his knowledge in the Isle of Mancircuit. He was second behind Surtees, but in the Ulster Grand Prix, back on his familiar Norton Manx, he knew Surtees to beat.Venturi had won the Assen TT, after Surtees had fallen out. But with five wins and one second place was Surtees with ease champion. <p len="1517" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 500cc class of 1961 was actually pretty boring because Hocking with his MV Agusta 500 4 c encountered no opposition. He won seven of the ten games. Hailwood fought him with the Norton Manx, but only won the Senior TT, in which experienced problems with its Hocking twist grip and thereby also broke down at the end of the fifth round.After five second places offered MV Agusta Hailwood for Monza a MV. Also here fell Hocking and Hailwood won. Hocking was well ahead, with world champion Hailwood second and Frank Perris (Norton) was third. <p len="1952" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The 500cc class was in 1962 still the domain of MV Agusta, which is actually only one machine for use by naval aviation. Which was usually controlled by Mike Hailwood, but the first game, the Senior TT was won by Gary Hocking. Remo Venturi got a second machine for the race in Monza and was second behind Hailwood. The latter was in the Senior TT twelfth become by issues with the first gear and the clutch, but then won all races in which he started. MV Agusta had not competition: virtually all other riders started on poor, obsolete ééncilinders. Alan Shepherd (Matchless G50) mainly played hip-hop-influenced in podium finishes and was "best of the rest" before Phil Read(Norton Manx) that even only in three games was finished. <p len="1841" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1963 it was Geoff Duke succeeded the six-year-old Gilera 500 's to get hold of. He showed them driving by John Hartle and Phil Read and in the beginning of the season it looked promising. The Scuderia Duke Gilera team scored well in the first two games and after the TT Assen Hartle led the Championship and Read was second. Then, MV Agusta in order. Mike Hailwood was the replacement for Gary Hocking and he won all further matches and the world title. Scuderia Duke got a lot of problems by the defective parts position and had to even allow Alan Shepherd with a Matchless reached the second place in the final standings. <p len="2230" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 500cc class remained the MV Agusta 500 4 c in 1964 still without competition. Hailwood was the only works driver and won the first six games. After his win on theSolitudering was his title safe and he drove not in the Ulster Grand Prix and the GP of Finland. Phil Read won the 500cc race In Ulster. Read had for Yamaha concentrated on the 250cc class, but also had a number of 500cc Matchless G50 matches with a driven. In Ulster, however, he had a Norton Manx at his disposal. The Australian Jack Ahearnwon with his Norton Manx in Finland. In a match in Monza had to MV Agusta, of course, get involved. Hailwood won, but C drove his Gilera was second before the fastest lap and Ahearn. The latter finished second in the World Championship and Read was third. <p len="1181" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">MV Agusta was still the only factory in 1965 that really fast machines in the 500cc class for use by naval aviation. Not only the Ulster Grand Prix was won by this Italian brand, simply because we have not traveled to. Hailwood won eight out of ten matches. In Finland won his pupil Giacomo Agostini, who was there the 350cc title secure. Private Driver Paddy Driver ended up with a Matchless as third in the World Championship, behind Hailwood and Agostini. <p len="1118" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1966, the Honda RC 181, but MV Agusta also had a new weapon in the form of the MV Agusta 500 3 c, which he could not, however, always wagers. Honda put everything on Jim Redman and forced Mike Hailwood even cede his machine during the first GP. Redman won which, while in Belgium, but broke an arm. Agostini racking up many points with his second places, sometimes behind Redman, sometimes behind Hailwood.He also won three races and eventually had enough points for the world title. Mike Hailwood finished second. <p len="514" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Hailwood had bitterly complained about the behaviour of his Honda and in 1967 was that then also improved. Hailwood and Agostini in the first race fell out in the second. Then revealed the MV Agusta in most games to be better than the Honda, even after Hailwood from the GDR a again improved machine got. Agostini occasionally fell out and therefore they stood at the end of the season both on 46 points in the counting results. However, 58, had scored a total of Agostini Hailwood only 52. <p len="568" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Without Honda was the 500cc class in 1968 just like the 350cc class without tension. Agostini won all matches and was never threatened. In most cases, all competitors on at least a round driven. Jack Findlay took out the most often second place and also finished as runner-up in the World Championship. <p len="4553" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 500cc class was there in 1969 but one possible winner: Giacomo Agostini was the only one that had a really fast factory machine. He earned more points than the numbers 2, 3 and 4 together. Interesting was the repayment of the now quite slow eencilinders of Norton and Matchless. On the other hand there were tuners that tried with all his might to keep these machines at a reasonable level, on the other hand, there were new, experimental machines that came not from the factories but vaguely indicated from private initiatives, such as theURS Métisse-four cylinder, Paton of Giuseppe Pattoni and Lino Tonti and Giorgio of the Igor Lino Tonti and Premoli. And then there were a number of "spurious" 500cc racers; opgeboorde 350cc Aermacchi machines such as Bultaco and not to mention the Russian Vostoks and the Triumph of Percy Tait. That was really a factory machine that was developed for the Daytona 200. Terry Dennehy came to the start with a Drixton-Honda, but that was a opgeboorde Honda CB 450. Agostini made it in a number of competitions still a bit exciting by some time in the neighborhood of the competitors to stay, but eventually he won all matches where he participated. ====World Champions<span class="mw-editsection" len="353" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ===Sidecars<span class="mw-editsection" len="347" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2813" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The sidecar class was in 1960 as expected a prey for BMW. Helmut Fath and Alfred Wohlgemut had little difficulty in securing their world title. They won four of the five games, while there are only three results counted. Only Pip Harris and Ray Campbell could remain in Axes for them. The BMW factory held itself more and more in the background, but Fath's machine was so fast because he himself was a talented amateur mechanic. On top of that, two successful duos had disappeared: Schneider/Strausswere stopped andCecco Camathias/were gone, allowing Camathias apart itself had to make do with three bakkenisten . <p len="3489" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Both for Helmut Fath as for Florian Camathias, it looked at the beginning of 1961 rosy. BMW not interfered too much with the World Championship in the sidecar class, and in the absence of competition was not necessary. The best private driver with a BMW had the most chance of the title. Fath was a good technician, who managed to get out of his boxer engine and he was together with Alfred Wohlgemut title holder. Florian Camathias had his disagreement with Hilmar Cecco settled and thereby they formed also together a strong team. It was not acceptable for both: even before the World Cup season began a heavy accident during a Camathias/Cecco got international racing inModena, with Hilmar Cecco died. Fath and Wohlgemut won the first Grand Prix in Montjuïc, but during the Eifel racing on the Nürburgring received an accident, that Alfred Wohlgemut life took. Fath himself was severely wounded and had to to get money are complete racing equipment including sidecar combinations sell. No longer in 1961 came as both Fath Camathias at the start. Max de Stefani and Emil Hörner won three games and became world champion, Fritz Scheidegger and Horst Burkhardt won two and were second. Edgar Strub again had his passenger, Kurt Huber, a new and they were third in the World Championship. <p len="1832" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Max de Stefani and Emil Hörner won in 1962 three of the six games in the sidecar class and became world champion with their BMW. Although the BMW's were still reigns supreme, was the support of the factory gradually less. The drivers had to work hard to have the fastest BMW itself. Florian Camathias knew to convince Helmut Fath a sidecar combination preparation. Are his passenger was initially Horst Burkhardt, but who had to finally end his career when he fell from the Sidecar TT sidecar. Camathias made the season with the Brit Harry Winter and they were second in the Championship. <p len="1551" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Still it went into the sidecar class only between BMW-combinations. Max de Stefani/Emil Hörner had the latest "factory machine", which until 1960 was used by Walter Schneider and afterwards to de Stefani was given. Camathias/Herzig used the "FCS" (Florian Camathias Special), actually also a BMW that had been taken in hand byHelmut Fath . The Spanish GP was won by de Stefani with Otto Kölle/Dieter Hess on the second and Camathias in third place. In Germany and France won by the rain before Camathias de Stefani was called off.Camathias then won his only Sidecar TT, a victory where he was very proud. In Assen was Hörner fit again and only the third while there won de Stefani/Hörner Camathias/John Fritz Scheideggerwas behind Robinson. When Camathias in Belgium went out to the second place had de Stefani and Hörner (behind Scheidegger/Robinson) enough for the world title. Camathias/Herzig Championship were second and third Scheidegger/Robinson. <p len="1973" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Florian Camathias and Roland Föll started pushing to the season with a win in Spain with their Gilera-four cylinder. Beyond this, however, no longer presented eight points. Also the meaning of speeding at Föll Camathias in a number of solo classes and crashed during the 125cc-training in Assen on 26 June. When his passenger had driven for several matches with Herzig as Camathias, but without points to pick up. Are FCS (Florian Camathias Special), who in 1963 still had brought to the second place of the Championship, had he sold to Colin Seeley, who was third in 1964. Camathias finished in seventh place, but his unlucky season was far from over. On 30 August he got a serious accident on the Herzig and AVUSring. Their combination was across-track and both de Stefani as Georg Auerbacher could no longer dodge her. Camathias and Herzig were seriously injured and Alfred Herzig eventually lost a leg. On 1 October he drove a Camathias recovered sufficiently and was international race in Zaragoza, but he skidded off the track and had to be included with a severe concussion and several broken ribs. The title went with some ease to de Stefani/Hörner with their BMW, which in the last race at the Solitudering Scheidegger/Robinson, gave even a fight with to secure the title but settled with the second place. Scheidegger finished second in the Championship. <p len="3310" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1965 it was again BMW when the clock struck. Camathias had his Gilera-four cylinder returned and even Chris Vincent, a loyal supporter of British engines, was switched. In the beginning of the season there were quite was alternate winners: Fritz Scheidegger/John Robinson, Max de Stefani/ Florian CamathiasandEmil Hörner /Franz Ducret. In Assen began the misfortune of Camathias him again to play tricks. He flew off the track by a broken down remankerstang and was slightly injured. Scheidegger/Robinson considered Axles all world champion, but had changed the rules of the FIM : with an equal number of points counted one initially an extra race, but now the number of first-, second-and third places counted. This allowed de Stefani also world champion in Spa-Francorchamps. De Stefani focused not only on 4 July at the Grand Prix; He was driving in the morning, also a national race in Germany. In the Grand Prix went Florian Camathias/Franz Ducret initially in the lead, but they fell back and there was a fierce fight between Scheidegger and de Stefani that by Scheidegger with 3 seconds ahead of won. The race at Monza was somewhat of a surprise: the Organization had the class late sidecar added to the program and initially it was thought that this race would not count towards the World Championship. That turned out to be yet so, but because de Stefani could come up to three victories had no impact on the top three places in the World Cup. Scheidegger/Robinson won convincingly. <p len="1860" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Although BMW for years no factory support more got both Fritz Scheidegger conferred, as Max de Stefani early 1966 short stroke every two new BMW-blocks. Scheidegger knew there all races to win. In this season debuted the "Fath Special", which later would be known as Helmut Fath URS, but pulled out still no point with it. The only thrill of the season came during the Sidecar TT, which was won also by Scheidegger. He was disqualified because he had refueled at a gas station instead of the gasoline available to use by the organization. Scheidegger reported he would end his career and thereupon that he continued until he in the autumn during the FIM Congress was rehabilitated. Scheidegger/Robinson were world champion and de Stefani/Hörner were second. <p len="1894" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Fritz Scheidegger was admittedly gone back on its decision to stop, but was killed before the start of the World Cup season. Helmut Fath went through with the development of its URS four cylinder, but also in 1967 led that not yet to points. The machine was still hopelessly unreliable. Without the supremacy of Scheidegger was the spoils under multiple riders divided, but Klaus Enders/Ralf Engelhardt won most races (five) and became world champion. Georg Auerbacher finished second with his passenger are Edward Dein, but he also sometimes made use of the services of Billie Nelson. <p len="1167" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1968 was the URS of Helmut Fath reliable enough. Together with his brother-in-law Wolfgang Kalauch he immediately won the opening race in Germany. Enders/Engelhardt fell out and it did in the TT of Man, which was won by Siegfried Schauzu . Only then revealed himself a problem with the lubrication system of the BMW by Engelhardt, that caused the failure. During the season, some problems still encountered Fath making him more than once went out. Also the BMW's were just about at the end of their forces and attacked often, and when he picked up the last two games won Fath enough points for the world title. <p len="887" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In 1969 was the URS of Helmut Fath actually become more reliable, but there was no major competition under the BMW-riders more. All knew the same winning combination matches won by BMW: Klaus Enders/Ralf Engelhardt. They took out enough points for the world title by winning four games, while Fath/Kalauch there are only three won. Fath hit during a Hill climb race injured and could in the last GP (Finland) no longer start. ====World Champions<span class="mw-editsection" len="353" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] ==== ==Developments<span class="mw-editsection" len="351" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;font-family:sans-serif;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] == <p len="2619" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 1950s were models like the AJS Boy Racer, the BSA Gold Star, the Gilera 500 4 c, the Matchless G50, the Norton Manx and the Velocette KTT used for years. New and expensive developments, such as theMoto Guzzi Quattro Cilindri, the Moto Guzzi Otto Cilindri and the Matchless G45 failed even. When the Japanese brands appeared early 1960s they founded are not already on the 500cc class but they hunted each other greatly in the bright classes and had to get new developments every year to be able to continue. In the end, was also forced to develop new MV Agusta motorcycles for the 350-and the 500cc class. <p len="9255" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The Moto Guzzi Otto Cilindri in the 1950s had shown that a complicated construction with all too many cylinders was not meaningful. Yet, there is also still a V8: the Finn Tauno Nurmi trained in 1965 during the Grand Prix of Finland with a homebuilt 350cc V8 that was built with Pistons, valves and Carburetors from 50cc Honda 's, a Featherbed frame from 1953 and AMC-4 data. Due to technical problems he could not, however, participate in the race. In the 1960s kept the big brands it initially at no more than four cylinders. The two-stroke developments in the Eastern bloc, especially those of Walter Kaaden at MZ, were extremely important.Kaaden made very simple one-and two cylinders that he provided by Rotary inlets and expansion exhausts. Because the rotating intakes on the side of the cylinders were, he could in addition this exhausts at the back of the cylinders removed the need to exhaust bends. When Ernst Degner, driver of a good mechanic, but also in MZ 1961 fled to the West and at Suzuki entered the service, he took that knowledge with it.Suzuki was in the lightest classes immediately benefit by also one and two cylinders to build with this technique. The difference was immediately clear: the 125cc Suzuki RT 61, a two cylinder with rotary inlets but amegaphone exhaust delivered only 15 HP, but the Suzuki RT 62 with expansion pipe already supplied 20. Honda four-stroke engines, which also swore in at most European brands remained in vogue. In Germanyand the United Kingdom was provisionally nothing more developed, but remained in Italy MV Agusta and four-cylinder to the Benelli and Moto Morini even knew to achieve surprising results with single-cylinder viertakten. Yet the real developments from Japan; a fight broke out there in the bright classes between Honda, Suzuki and Yamaha. Honda made 50 and 125 cc two cylinders and eventually even 125-, 250-and 350cc four cylinder viertakten. That viertakten had the advantage that they had a very short battle, leaving huge engine speeds were possible, but their construction was heavy and complicated. Suzuki focused with her tweetaktjes on the 50-and the 125cc class and Yamaha, also with two-strokes, especially on the 250 cc class. 1964 Was a key year, in which the 250cc class the starring role. Honda was defeated by Yamaha, that with the relatively simple two-stroke two cylinder RD 56 the expensive Honda RC 164 defeated. In addition, performed the MZ RE 250 with Alan Shepherd very well and came several times to the start with the Suzuki water cooled four cylinder two stroke RZ 64. Morini performed well with Giacomo Agostini and Benelli with Tarquinio Provini. The Japanese now pulled out all the stops: Honda came with six-cylinder viertakten for the 250-and the 350cc class and a five cylinder for the 125cc class. Yamaha and Suzuki both put in on four cylinder two-strokes and MV Agusta, that in 1964 had been not up against Jim Redman with his four-cylinder Honda, started working on three cylinders. <p len="3846" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the 1960s changed the frames not too much. The Norton Featherbed frame, a cradle frame, had proven its worth and held there most manufacturers to fixed. Honda had, however, already in 1959 its RC 142 with abackbone frame with a bearing motor and stayed with that construction. Also in the area of brakes remained everything: drum brakes were commonly applied, with the exception of the first 50 cc Honda 's, which had arim brake that came with the drivers not very popular was because they had confidence in, there aren't too many but which nevertheless, excellent worked. Only in 1965 tested Tarquinio Provini a Benelli with two disc brakes in the front wheel. Both MV Agusta drivers experimented in 1965 during the 350cc training in Monza with double, mechanically operated disc brakes, but they were not yet satisfied with it. In 1967 started to experiment more and more drivers with disc brakes. Self Mike Hailwood tested at Brands Hatch with hydraulically operated disc brakes. The swing voorvorken soon died out in favor of the telescope fork and all machines, even the lightest, were equipped with a Dolphin cockpit. Dunlop Tyres In 1969 presented new racing tires with each 200 small holes, the "Grip-Cells". Which holes names rainwater that the air in the holes samenperste. By the expansion of that air was the water when pressed by turning the wheel back out. <p len="1917" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">The Powertrain of the racing engines looked in the base always the same from: engine, multiple dry plates clutch, gearbox and chain drive to the rear wheel. That was the lightest construction with minimum power loss in the drivetrain. By adding the 50cc class and the many other machines with small cylinders, the power band was very small. One solved this on by more gears in build. Kreidler went the farthest: The twelve gears built in, three of four with the hand and foot had to be switched. For the drivers gave this major problems, but Hans Georg Anscheidt and Jan Hammond got the hang of it. Half way through the season 1964 simplified Kreidler in a system that zesversnellingsbakje with the foot was switched and switched tweeversnellings a hand between tray. <p len="2401" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">One-piece leather race suits were common in the 1960s and in this period was also sporadically used the open face helmet . A number of riders used this helmet all often, as Rodney Gould, Brian Steenson, Dick Hawes/John Mann, Paul Smartand Kent Andersson . Even Bill Ivy had driven in Spain with an open face helmet, but then again based on his "potty". After the death of Ivy in Czechoslovakia, whose pothelm was torn off, more and more voices went on to replace the pothelm a Jet helmet. In the United States ceased to observe many drivers one and Rodney Gould lent his Buco-open face helmet to different drivers to try. ==Trivia<span class="mw-editsection" len="343" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;font-family:sans-serif;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] == ===Moto tempora Romagnola<span class="mw-editsection" len="358" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="1742" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">"Moto tempora Romagnola" was an Italian race series that was organized since 1945. She was driven before the start of the international season in a number of towns on the Adriatic Sea, such as Cesenatico, Milano Marittima, Riccione and Rimini. Also the Imola circuit made are part of it, just like the "Coppa d'Oro Shell" in Modena. It was eventually a preparation for the World Championship, and most international stars and teams came to Italy to compete. ===Too light<span class="mw-editsection" len="345" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2079" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">All drivers and motorcycles in the 1960s had to meet a certain minimum weight. During the inspection of the TT Assen in 1965 (which then took place in the Centre of Assen ) were both machines by Stuart Graham, a 350cc AJS 7R and a 500cc Matchless G50, too light (in combination with Stuart's own weight). A diver, who happens to look at was, leende Graham some of his lead weights making the machines came on the right weight. At Suzuki ran one against the same issue: the combination Michio Ichino/Suzuki RT 63 was on weight brought by solder wire to the frame tubes to spin. ===Broken, but when?<span class="mw-editsection" len="360" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="423" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">When Hugh Anderson in the Czech Grand Prix from the bend flew the first aid found-ers a broken bone. However, reporting that Anderson knew that all were so. He had this leg with Motocross broken and just before the race let the plaster cutout. ===Love-hate<span class="mw-editsection" len="348" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2310" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Mike Hailwood took out large successes with Honda, but cooperation was not smooth. That began when Mike's father Stan Honda's for his son hired in 1961. Hailwood became world champion in the 250cc class, but had the factory drivers of Honda reports and got just a bill for the rental of the motorcycles. End 1965 was almost paid off that would go as a factory driver anyway to Honda Hailwood, MV Agusta not because he was content with the limited number of matches that he was allowed to drive away. MV gave him no motorcycles, for example, for national competitions and also put him almost exclusively in the 500cc class in. During the last Grand Prix, in Japan, Honda had it so regulated that the 250cc race was held one day after the 350cc race. Thereby the contract of Hailwood with MV past and could join with a Honda Hailwood. Hailwood won that race with the Honda six-cylinder, but stated after the race that the Honda worthless and that he also sent with the race-organisation of Honda was not happy. These statements also cited the Japanese newspapers and Honda was not happy about it. Hailwood, however, remained also about the 500cc RC 181 complain and even threw a few shock absorbers in a pond because he could not make clear in Japanese that they were flawed. He was even the very first 500cc race for Honda not drive because he had to cede his machine to Jim Redman, who turned in the training had its own engine block piece. ===To small motor<span class="mw-editsection" len="352" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="1179" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Mike Hailwood won in 1967 three classes in an international race in Brands Hatch: the 250cc, 500cc and 750cc class. Honda, his employer, however, had no 750cc motor and Hailwood used his 250cc Honda RC 166six-cylinder. Only after the race realized both the Organization and Hailwood that this class this year was open for engines of 251-to 750cc. This is in contrast to 1966, when it was 176-had been up to 750cc. Hailwood had won the race so with too light motor, but the Organization decided to let there initially but, Hailwood only got no prize money. That changed when a number of riders protested. Because they were officially classified as first, Hailwood premiums of different factories wrong. After these protests was still the result deleted. Hailwood ===Rolling technique<span class="mw-editsection" len="362" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2093" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">In the very first years of its existence the FIM had great difficulty to make regulations that reflected the ever modernizing motorcycles. Eventually it took until 1911 before a somewhat usable rules of procedure could take over the Isle of Man TT. At national and amateur competitions, often with standard sports engines were not contested, if participants are given preferential treatment because they are real "race technique" used.In 1966 a problem arose thereby. Double overhead camshafts were really something for racing engines and not for normal motorcycles came on and were therefore also forbidden. To the Honda CB 450 hit the market. This could most normal 500cc motorcycles easy to, but was "too modern" for the regulations. The CB 450 was a normal "counter engine" and had nothing to do with races but did have a DOHCtegenlijk engine. The FIM decided during its spring Congress in May 1966 the rules in each case still unchanged. The Honda remained forbidden. ===Anti-knock gasoline<span class="mw-editsection" len="354" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="1113" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Shortly after the war had the racing world to suffer from too little available anti-knock gasoline. In 1968 did that problem in the GDR still for. Racers with a compression ratio of more than 12: 1 could not handle the East German race gasoline with an octane rating of 94. Some had got some petrol left over by the Belgian Grand Prix or bled off "super" of their vans. Who had an octane rating of 98 and was suitable for racing. AtJack Findlay worked the other way around. Are McIntyre-Matchless had a low compression ratio and he did it the other way around: the race gasoline which he siphoned off sat still in his tank and he filled in his van. ===Private Driver<span class="mw-editsection" len="348" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="906" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">How "private" the concept of private driver was pale in the Finnish Imatra, where Dave Simmonds had to build his first Kawasaki at all during the training sessions after he had replaced the crankshaft which in the last kilometer in Brno was broken. There he had in his "wittebroodstijd" had no time for. Simmonds was after getting his world title in the Czech GP traveled straight home to get married. ===Special leave<span class="mw-editsection" len="356" style="-webkit-user-select:none;font-size:small;margin-left:1em;line-height:1em;display:inline-block;white-space:nowrap;unicode-bidi:-webkit-isolate;"><span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">[ Edit<span class="mw-editsection-bracket" len="1" style="color:rgb(85,85,85);">] === <p len="2053" style="margin-top:0.5em;line-height:22.399999618530273px;color:rgb(37,37,37);font-family:sans-serif;">Ferry Brouwer, the later founder of the Yamaha Classic Racing Team, was sprinter in 1969 with a 250cc, but also an officer during Bultaco cavalryman. He was already been at the mechanic team of Yamaha and Phil Read, the Dutch army command to move him a month to grant special leave. That way he could almost Read support had not ridden all season and wanted to take part in the lucrative najaarsraces in England and Italy.
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