by Dean Adams
Q. What is happening for you in
A. Itís kind of narrowing up now,
but I still donít know much. The biggest thing I worry about is that IRTA
will fix the entries and if I canít come up with a sponsor in time ...
thatís my biggest fear. Thatíll be the day that I wonít be able to have
a team. That time I would assume is coming within the next week or so.
I have not been able to come up with anything sponsorship wise. Once the
day comes and IRTA fixes the entries and I couldnít have an entry or a
start then I have to look at what my options might be at that point. Right
now I have been in talks with a couple of people but it looks as if it
is winding down to being one in a million that we will end up with a sponsor.
I spoke to Gary Howard today and he said that Eddie Lawson would be interested
provided we come up with the budget, the equipment. I've spoken to HRC
and it is a little late and they have had a deadline of machines, but I
think something could be worked out. If we had a budget.
Q. Could sponsorship come specifically
A. No, I feel theyíre working to
get things squared away for themselves.
Q. HRC letting Beattie go, can
we take this as a sign they are tightening things up?
A. I havenít heard of late. The original
plan that I heard a couple of months ago, indirectly, the rumors were,
that the 500 riders would be Mick, Itoh and Criville. They need someone
like Itoh or someone like that to do some testing and to development and
things like that in addition to racing. All teamís need a couple of riders.
The 250 class I think they feel that they are well covered, only they could
say but they have Caparossi who battled right to the end and Romboni who
was injured, those would be their main guys.
Q. HRC is certainly gearing up
for the assault on the Superbike class, I understand they are going to
have quite a presence in the WSC..
A. I could see that they are going
to need some people because of the electronics and things, so they are
going to need specialists. And Iím sure you would assume that if they are
putting in the type of effort that I would expect with the new bike that
they are going to feel they are well covered.
Q. I shudder to ask, but have
you any interest in Superbike racing?
A. Well, (sighs) not at this moment.
Like I say at the time, when the day comes that I have to look at going
to a different team or looking for work other than having my own team,
itís whatever might be out there. Right now, I hope to stay in with the
GP type racing because I hope that I could turn around and come back. Letís
say that the effort is not the quite same size that Iíd like, as long as
Iím in I feel that maybe next year I could work towards something else.
Letís say that I go to Superbike or do something like that, then it might
be a little more difficult.
Q. You have been with Honda for
a long time, could you make the leap to a different factory?
A. Well, thatís the thing.
At some point if everything narrows up and I only have a few options, Iíd
have to look at what might be out there. My first choice would not be to
go to work for somebody, but there is always that option. I may have to
do that, provided there is something out there.
Q. The fuel regulations will change
for next year in GP racing. How will that affect the performance of the
A. The new gas will be like AV-gas,
a low lead fuel. We were well aware from the end of the season last year
which direction they were going. We looked into that and were testing
the new fuels right now, in fact, we finally got our chassis dyno working
in Belgium this last week and weíre doing some work on that. At this moment
the fuel shows good, the initial tests. We tested maybe five new fuels,
they all show some kind of promise, now we have to break out the direction,
out of the five, which way to go from there and make one or two more fuels.
It shows promise. Weíre, at this moment, it appears that we are running
at the same power, or we could say almost the same power as the fuel we
used in 1993, the two gasolineís we used last year. The big thing is the
detonating qualities, something that will operate in the heat. Right now
Belgium has been down in the fifties as far as outside temperature is concerned.
So we need to heat up the intake air temperature and simulate a summer
The initial tests show that it isnít
a disaster so now all we have to do is simulate something close to the
race conditions. Thatís an interest for me but too bad we couldnít sell
fuel to stay in business.
Q. Have you become more health
conscious in the past few years working with the fuel in GP racing?
A. Oh, I mean, yeah, for sure. There
is no question but that is a whole different story, weíre around all kinds
of chemicals and all kinds of things. As always you become more aware of
everything around you the longer youíre on this earth. The thing is, if
we think lead and some of those things, the materials are bad for us ...
First we have to determine what the
goal of the fuel rule is, what weíre going after, the major objective.
Are we looking at doing something that is safer? But if we are talking
about a small percentage, if we feel there are some things that are bad
in the thing, I think we need to go all the way. But just a small thing
or a token thing ...
Weíre racers so whatever the rules
are we are going to work towards those limits, the thing is, for me, if
we see the rules then we try to understand the rules and try to work right
up to the limit. But first we have to decide what our main objective is,
is it the health thing and is it something that we feel we are doing something
about or are we really going to accomplish something.
Like I say, my whole thing is racing,
whatever the rules are we are going to work towards maximizing what the
Q. Wayne Gardner left a fairly
large hole in GP racing when he retired. Do you miss the aggressive Australian
and did you ever figure his riding style out?
A. I think that everyone, Wayne,
Eddie, everyone .. any time a top rider leaves there is a void there. So
any time you lose someone like that it is hard, although Barros has stepped
up this year and there has been a couple other ones but still it would
be nice if Wayne and Eddie were back riding with us.
Gardner, as you know, rode really
aggressive. But the that is his basic personality or nature, he pushes
really hard. So in turn it is reflected in his riding. Itís just a matter
of understanding when you are working with someone like that, Wayne, understand
what his riding style needs and making some sort of settings to suit him.
Itís impossible to change someone
whether you are playing golf or bowling or whatever, itís how you have
learned to do what you do best. You canít change them, you just understand
their strong points and try to work with that. Wayne just gets on the throttle
hard and he gets in deep, (laughs) and so in turn it makes the bike do
a lot of things that with the amount of power we have now, the bike wants
to move a little bit. Where you maybe see another rider who is a
little more flowing you wonít see the reaction of the bike as much. The
bikes have so much power now that youíre forcing the bike to do something
it does not want to. There is enough power now that when you get on the
throttle, if youíre not pointed exactly in the right direction it is going
to reflect it. Youíre going to be able to see it. Someone like Luca is
a flowing rider and youíre not going to see quite the same things, but
like I say, you utilize the personís strong point.
Q. You were linked to John Kocinski
for a time while he was unemployed this season. Do you see in John Kocinski
someone you could work well with?
A. Sure. I didnít get to see him
much here, but when he came over that first year on the 250 and then when
he rode the 500, we had a first hand look at John. Heís a real talented
person and anyone who works with john would be a lucky person.
Q. You have had a large amount
of different people who have worked on your team in Europe. How do you
pick these people?
A. This year I hired two new Japanese
mechanics, one Scottish mechanic and one English mechanic, those were the
new ones I got. What Iím looking at now, it is really difficult to say
without knowing someone that he really is going to work out. My thought
this year was lets hire some new people, people that have not been in the
business. There is no question that in working on these machines that skill
plays a huge part of it. But the conditions that one works under, that
is the hardest thing for most people: the traveling, the long hours, the
time off, all of that. Trying to find the person who can cope with that
plus there are days because of the schedule that are both good and bad.
You need team members that are willing to pick up the load, we need people
that are willing to put out more than the usual amount and more than meet
someone half way. So that one day you are not operating up to par, someone
will pick up the load for you and vice versa. Thatís the most important
thing for me is to have people like that and when you have people like
that it just makes it easier, we get a whole lot more done. If we have
two hours between practice we try to stuff three hours of practice in there.
We ask people to do something that is much more demanding than an eight
to five job.
You know, you can talk to someone,
you can look at their resumes and you can spend some time with them, but
normally, in the winter we go to two tests. And you work with someone for
about a week, you understand pretty much all abut them. Thatís one of the
things I really enjoy about racing, my thoughts are that racing is like
life condensed in a short period, all of life, joy sorrow, the whole gamut
of emotions and situations. You can work with someone forever in an eight
to five job and never really understand the person because normally they
are not pushed to the limit because the work and the hours. But when you
work with someone during the racing season, within a week youíre overloaded
so bad that you know all about them. Maybe it is just our team, we try
to push and do more, as I said, if there is three hours between practices,
we try to stuff four hours of work in those few hours. I'm asking the people
involved to do a whole lot.
You can sign a contract from a resume
but you work with them for one week in testing in the winter and you basically
understand them. The equation would be racing equals life cubed, or something
of that sort. That is one of the things that attracts me to any type of
Q. Fuel injected 500s have not
given the incredible power numbers that some thought they would. Is it
just because they are early in their design cycle or was its power producing
A. Well, with the two stroke engine,
it appears, that we run into a lot of things that with the four cycle engine,
we donít. There has been a lot more development on the four stroke and
people have been working on them for quite a while. Most all of the major
factories, for a fact I would say that every one except for maybe Suzuki,
and they probably are working on one, have injected bikes in development.
This year you will probably see another company running or testing a bike
in the series.
The carburetor is such a simple thing
but it works really well over a wide range. Many of the cars and other
vehicles that use injection have, most importantly, bigger displacement
and it seems you can keep it in a certain range. But, with a two cycle
the motorcycles we are racing now a lot of the times we are operating outside
the range. The power bands are wide but they really donít make a wide range
of power. Itís very hard to program the thing and it is really just a matter
of time before someone will come up with something that will cover all
of the areas. Right now it is fairly easy to get the thing to work in certain
areas but over the whole range it seems to be a bit of a problem. I would
assume the only factor involved is time, in 1994 or 95 we will probably
Q. Any American riders you are
A. No, not really. We havenít been
watching much here in America. This season has not been the greatest season
for my team so we have been having our hands full in Europe this year just
trying to win races. I have not really looked but I am sure that there
are some good riders and some promising riders
Q. In your opinion did the death
of Mr. Honda alter Honda in any way?
A. Maybe yes and no. I happened
to meet Mr. Honda on two occasions and have heard much about him. He had
to have been a real great man to do what he has done and to build what
he did. At the time that I met him, he was retired at that time so he probably
had a lot of influence still but not direct influence.
Just the couple of times that I met
him, he was in his eighties, he was till very astute and really understood
machines. I donít think he had a lot of two stroke experience, but I was
amazed when I was near a couple of conversations that he was having, to
learn that although he wasnít aware of current projects, but when he jumped
into the conversation that he understood a lot of things. He was a real
engineer. To have been one of the people who worked closely with him when
he was building Honda would have been quite an experience.
The first time that we met him was
in 1983 after Freddie won the championship. We, Freddie, George and myself
were invited to his home. He gave each of us a painting then and itís something
that I dig out every now and then and reminisce about that evening.
That night he was comparing it to
a painting he had there, a Picasso or something and he was saying how much
it had cost or how valuable it was. He then said that the paintings he
was giving to us were going to be very valuable one day as well. ďSave
this painting, itís going to be worth a lot of money one day,Ē he said.
My reaction, which was kind of rude,
was why? He said, ďBecause, I painted it.Ē Very few in the world Iím sure.
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