Ducparts8

Let us now take a moment to review the machines further, as well as the classes available and the rules. As with any historic sanctioning body, including AHRMA, the rules will specify that... “All modifications must be consistent with the period”, which means; if it was done then, it’s legal now. To clarify it further, let’s focus on the AHRMA “GP” classes, which have a 1968 cut-off, thus all modifications must be pre-’68. It should be said that the burden of proof is upon the rider/entrant. Racing a Ducati single can be both fun and rewarding, though in some classes a bit frustrating, as a few of the 2-stroke guys bend the rules far beyond their limits (i.e.: using modern 2-stroke tuning methods, including modern expansion chambers, which is illegal under the rules). Again, all modification must be consistent with the period. As stated elsewhere, displacement classes are normally broken into 200cc, 250cc, 350cc and 500cc for Grand Prix machines, and 350cc, 500cc & 750cc for production racers (“Sportsman” in AHRMA).

Giving thought to the 200GP class? In AHRMA it’s a great class. Over the years a sliding performance index has kept this one of the most competitive classes within the AHRMA. Reading the rulebook you’ll notice machines vary in displacement, though the general maximum being 200cc plus acceptable over-bore. However, the sliding scale allows for some machines being allowed as high as 250cc, while in other cases they can not exceed 125cc. Restrictions such as carb bore size, frame type, or even exhaust systems on these machines keep the class competitive, thus avoiding the dreaded runaway of a particular brand. However, nothing is written in stone, thus the rules for 200GP change on occasion, such as the time a 125 Maico (which I believe is too late a machine to be eligible) had been bored to 175cc without AHRMA’s permission, and was thus quickly corrected to its allowable 125cc when it became unbeatable. Another example is the Honda CB160/175/200 model range. These little twins were allowed up to 200cc at one time, though are now restricted in their displacement. Ducati’s fit into this class very nicely, and with a bit of work can run up front. We completed our 200GP machine (WCBR7) in early 1989, and it debuted at Daytona of that year, taking a fine second place against the water-cooled TSS 125 Bultaco GP machine of John Long. Shortly there after the bike became unbeatable, it’s worse finish being a third during a red-flagged event (we had taken the lead, the red-flag had reverted the scoring back one lap, thus we were scored third when AHRMA refused to re-start the event. Politics!).
As is usually the norm with any customer inquiring about racing a 200, I always ask about their weight, as weight is a very important factor when racing any machine, but even more so when racing 200s or even a 250. Being my weight is 130 lbs.; I have an advantage over most of the competition right away, no matter what I’m riding. A perfect example of this is Michele “Hot Rod” Bisson, who weights in at 90 lbs., dripping wet! Michele was able to take the Mork Racing Yetman-Ducati 250 towards the front with less horsepower than the competition due in part to her light weight, whereas others who have ridden the same machine had trouble getting it out front. Thus I highly suggest you consider your weight when considering which machine you’ll campaign.
Okay, you want to race 200GP, which bike should you prepare? A 200 is the obvious choice, but is it? The Ducati 200 was produced in a number of models over the years, and I believe they are all 4-speed equipped, as I’ve never seen a 5-speed 200. Looking at the Specification chart, take note of bore/stroke ratios of the 175, 200 and 250. Notice the stroke? 57.8mm. Give you any ideas? Here we have three basic engines with the same stroke, though in each case the bore size is larger. Now don’t jump the gun, as not all is interchangeable. The early 175 and 200 have a smaller cylinder bolt pattern than that of the late 200 and all of the 250s. If you choose a 175 or an early 200, fine, but take into consideration that certain parts are somewhat limited as when compared to the 250NC, and you’re still stuck with a 4-speed gearbox, which is okay to some extent, but why give up the option of a 5-speed? AHRMA permits a maximum of 6-speeds in the “GP” classes, while in “Sportsman” it is restricted to stock. With that said I would like to suggest you consider basing your 200GP project on a 5-speed 250NC engine instead. Remember those specifications? Ever thought of sleeving a 250 down to 200? We have, as our 200 is a 250 sleeved down to 69mm. More later on this modification.

Now lets consider the 250GP class; there isn’t a better class anywhere than here for a Ducati single. Racing a Duc single in this class can have many advantages over the competition, such as; lightweight, power-to-weight, dependability, and handling. Many of the machines with in this class, until recently, have been Ducati’s with the occasional Aermacchi tossed in among the Bultaco s. Even though all machines are limited to 250cc (with a maximum allowable over bore of .080” on a single cylinder, .060” per cylinder on a twin), racing with in the class can be very close at times. What you make of it is up to you, and it depends on how you prepare your machine. After winning the western Triple Crown 250 Championship in ‘84 and the CVRG 250GP Championship in ‘85, we traveled east for the Daytona Historic Races in ‘86. Upon arrival we learned the 250 grid was 30+ strong, and the general attitude was that the winner had already been decided a day in advance. It seems as our non-faired, Amal carb equipped 250 didn’t impress anyone, that is until... it came from the last row to take the lead on lap ten of twelve and went onto win with a fair safety margin. As competition increased on the west coast, a horsepower war of sorts began in the 250 class, myself, Mike Canepa (Aermacchi & FIII Duc 250) and Jeff Hecox leading the way. Before long our machines were the class of the field, no question about it. When Daytona rolled around again, four CVRG machines lined the 250 grid (later called by some magazines; the “CVRG Wrecking Crew”, “California Wrecking Crew” or the “California Cleaners”). My 250 was up front, but when the green flag dropped my engine died. Nearly a lap later it was running again and I was away. On lap eight of ten I passed Mike Canepa’s Aermacchi for the lead, thus the CVRG boys took one thru four. During the ‘87 season the CVRG boys would win every 250GP CVRG or AHRMA they entered, and I’d end up with both the CVRG & AHRMA 250GP Championships. Over the years I’ve enjoyed racing my Ducati 250 more than any other machine I’ve raced or owned, and to top it off, it has rarely been beaten. Since most of us aren’t getting paid for this, we might as well have some fun, right?

Left: No sponsors before the start of the 1991 Daytona races, but three after we won! Their decals were fitted once the checks arrived... in time for the next race.