IT wasn’t only the British: among prominent American and Australian riders and engineers, the stand-out was former triple champion Kenny Roberts, by now a team owner. Kenny, along with Barry Sheene, had been a leader of the proposed breakaway World Series of the early 1980s. This came close to wresting control from the FIM, the dreaded “blue-blazer brigade”, offering not just safer circuits but most importantly a distribution of earnings. Until then only a handful of top riders made decent money: the World Series would turn the prospects of mid-field runners from an expensive hobby to a commercial possibility.
The FIM won that battle but made important concessions along the same lines … it was the start of establishing a new order. Trimby was probably the single most important of the above because he stayed in the same position throughout. He had started as riders’ representative in the early 1980s. One major event was a walkout by leading riders at the French GP of 1982. The Nogaro circuit was way below standard, for all sorts of reasons ranging from safety to hygiene.
But the joint influence remained an important factor, and they mostly backed one another up, applying pressure to an increasingly beleaguered FIM on issues including TV rights. No Briton played a greater yet more fleeting role than Bernie Ecclestone, who was brought in (with some trepidation) by IRTA to lead the wrangle over TV rights. For a short time, it seemed likely that bike racing would come into the same sphere as F1, inevitably a poor relation.
Bernie’s interests moved on elsewhere, though he left in his wake a structure that had gathered the diverse TV concessions into one. At the same time, the FIM – fearful of an Ecclestone takeover – had sold commercial rights to Spanish sports promotion company Dorna. Dorna inherited the Ecclestone TV package as well.