March - VMCC

VINTAGEMANN
The Official Journal of the Isle of Man Section V.M.C.C.
Issue 17
Mar '09
£3.00
Spares • Accessories • Workbenches
from
Tony East
New boxed 6v and 12v coils
40 and 50 grade oils
Rubber plug caps new
Amal monoblock main jets various
Comma 2 stroke oil 1 litre bottle
Emigo horns 12v boxed new
Crossland Norton Commando air filters
Vincent twin/single felt oil filters
Banner Accugard car/bike charger new
Banner 12v/24v Acu Pro charger new
LED mini twisting torch new (must for bikers) Spray cans of Gunk
Brush on Gunk 500ml cans
Blackspur 18v cordless, 2 gear hammer drill
and driver. Still in sealed box
6 volt batteries 12 amps Sealed for life
6 volt " 4.5 amps
- do from
12 volt Batteries (sealed for life)
12 volt voltage tester
6v/12v chargers (AccuMate)
New and unused Foxley rae starter
1 litre bottles battery acid
New hydraulic motor cycle work bench
N32 scissor stands for motor cycles
-
£15.00 each
£20.00 per 5 litre
£2.50 each
£3.50 each
£4.00 each
£7.50 each
£8.00 each
£8.00 each
£28.00 each
£40.00 each
£5.00 each
£3.50 each
£3.50 each
£30.00
£15.50
£6.50
£12.50
£10.00
£35.00
£900.00
£5.00
£350.00 each
£60.00 each
Hydraulic benches for motorcycles, quad bikes and garden tractors.
Competitively priced and delivered to your door within 7 - 10 days.
Telephone Tony East on 878242 or mobile 474074
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Dear Member,
The Boxing day run was amazingly well attended, the self sacrifice to force
yourself away from the television and families was noted, the weather was kind
and the hospitality first class, thank you Ann and Rupert.
The New Year has dawned and we are currently in a little cold spell, with all the
news channels filled with dramatic weather pictures, obviously we haven't had
weather before, still makes a change from dramatic recession news, we haven't
had that before either. But, what we can look forward to is the lighter nights,
club nights, runs and rallies, as you will have seen the calendar is already pretty
full.
The annual dinner and prize presentation went off well and as far as I am aware
everyone enjoyed themselves. There were a number of worthy trophy winners
which goes some way to reflect their interest and dedication in the great vintage
bike movement. To everyone who helped on the night and the members of the
choir, thank you very much!
The raffle and envelope takings amounted to £503.00. If you missed the dinner
this year, why not give it a try in the future.
Your committee has been busy organising the forthcoming rallies with lots to do
and see. TT and Manx rally entry forms are now available and should be on the
internet by the time you read this, any difficulties please contact a committee
member for help.
James Hewing, the CEO of the VMCC will have attended the February club
night, let me know what you thought of his offerings, were they relevant to the
VMCC in general and the Isle of Man in particular, feedback is always
appreciated.
Keep supporting your club events and to all new members make yourself known
and we will be glad to welcome you along, the more the merrier!
Richard Birch
Front Cover: Roger Kelly, one of the Island's foremost off-road riders, seen here in the 1965
International Six Days Trial. The Royal Enfield was not the best of machines, I believe Roger retired. His
father Hughie Kelly rode the ISDT for many years and his sons were also trials riders in there own right.
Secretary's Notes
Hi Everyone,
Since the last edition of Vintage Mann in December, we have been very busy
organising the TT Rally and the Manx Grand Prix Rally. Both have attracted a
lot of interest and anyone that can offer accommodation this year please contact
Pat or myself on 878242. Many entrants have already been housed but more are
still looking.
For those that did not attend our Annual Dinner and Prize Presentation, you
missed a good night out particularly the Section Choir who were in good voice.
At last we have a Section web site to be proud of, with links to the TT Rally and
Manx Rally enabling interested parties to see the timetable of events and
download entry forms. It also details all our 2009 Fixture List and Trials List
and photos of one or two familiar faces. Great to think that an enthusiast,
anywhere in the World, can log onto our site and see what we do as a
Motorcycle Club here in the Isle of Man.
Please check it out at www.vmccisleofman.co.uk
160 letters were sent out to Clubs last month, with postage paid by the Dept.
Tourism and Leisure. We extended the hand of friendship and offered help to
any Club thinking of holding a Rally here on the Island. So far replies have been
received from the Brough Superior Club, the Bond Mini Car Club and the BSA
Club, with the Bonds coming early August and the Brough and BSA Clubs
considering 2010. Certainly we are on a roll and are important to the tourism of
our beautiful island.
By the time you read this, the C.E.O. of the V.M.C.C. Ltd James Hewing will
have visited and given us a talk at Peveril M/C Club Knock Froy on Feb 12th.
Those who did not attend, not only missed sausage and chips, but also James's
vision of our motorcycle movement.
Lots of activity going on, join the Rallies, get involved and enjoy your Club.
Tony
VINTAGEMANN
Printed by Peel Copy Centre
Tel / Fax: +44 (0)1624 845339
Yellow belly Notes
from our Lincolnshire correspondent
The Classic Off Road & Road Racing Show
This show was moved from Malvern to Telford and held at the International
Centre there on 24/25th January 2009. The organiser/promoter, Alan Wright, who
is originally from the off-road fraternity, has built up a great deal of goodwill
amongst the classic road racers and collectors. The show was staged in three
vast halls with lots of space to move about, and outside was a small auto- jumble
which was mainly aimed at off-road customers.
Lots of goodies inside on commercial stalls, with one or two surprises. How
about a brand new Greeves trials bike, (pic1)? Monoshock, Water cooled, Disc
braked. Looks nothing like my 1960 Scottish, and where's the seat?
Much more suited to a Vintage club magazine is this fabulous Douggie, (pic2).
I believe it to be a 1928 DT model. If I am wrong then I am sure that
knowledgeable members will let the editor know! It has been kept in full
speedway trim and looks a most potent machine. I assume that when Douglas
gave this model the initials DT, they were referring to “Dirt Track” and it must
Pic 1
have been a great sight watching one of these broad sliding through corners.
x
Pic 1.
Pic 2.
Pic 3.
Pic 4.
Some of the Manx branch members will be, like me, of a certain age (old) and
may well have had “the Bantam experience” in their early days of motorcycling.
Mine was a “field-bike” at the age of 15, which, I discovered would run on red
diesel with a large enough main jet. But just look at this little gem (pic3). I'm
sure that I might actually get through a section on that bike.
Sponsored by:
PLUMBING & HEATING
Design & installation of
Domestic & Commercial
Plumbing & Central
Heating Systems
628424
www.scs.co.im
For the classic road race fan then this bike
(pic4) must be as good as it gets. Made in the
early 50's, the M V Agusta125c.c.dohc works
racer was to give the factory its first world
championship in the hands of Cecil Sandford.
I had the pleasure of starting this bike in the
“Classic Paddock” at the Stafford show last
October. I think it would make anyone's top
five…… Discuss…..
Pat Sproston, Louth, Lincolnshire
All our Yesterdays
Who is this bespectacled youth posing in a racing crouch on his Tiger Cub, with his
proud mum on the back? If you think for a minute, John, duly an answer will come.
Bill Doran - Rider Profile No. 5
Bill Doran (1916 – 1973)who hailed from
Rawtenstall in Lancashire,first rode on the Island in
the 1946 Manx Grand Prix. He switched to the TT
in 1948, finishing second to Artie Bell in the Senior
TT on a privately owned Norton. He then signed up
for the AJS team to ride the 7R and ‘Porcupine',
Beating the Gilera and Moto Guzzi aces to win the
1949 500cc Belgian Grand Prix at Spa. His best
season was in 1951 when he won the Dutch TT,
was second in the Senior TT and finished the year
second to Geoff Duke in the 350cc world
championship.
A high speed crash during Thursday evening
practice for the 1952 TT left Bill Doran with a
broken leg. The accident occurred on the left-hand
bend after Ballig Bridge which was renamed
‘Dorans Bend'.
He later partnered Matt Wright in a Wellington,
Shropshire, motorcycle business.
Tittle Tattle
THRUXTONS I NEVER OWNED - PT 3
The usual advert in MCN promised the thing I craved
most of all - a Velo Thruxton.
How I longed to be tearing around the streets of
Manchester with my bum in the air (now called
something else!). It was described as 'needing work',
but that was no problem to me, eh? The price was a
realistic £600 ono, but the bike was in Buxton, and that
was a long way away. What's more I had to go to night
school (lecturing on Wednesday evenings) and I knew
the demand for the bike would be high.
An old friend (non-motorcyclist) was the manager at Chapel-en-le-Frith branch
of the bank I worked for and I rang him up "did he fancy doing me a favour,
and if successful there was a few bob in it for him?" So he agreed to call round
at nearby Buxton after work that evening. He rang me back next morning "the
tank and exhaust are very shiny" was the sum total of his advice, yes, “…..but
did it run?”
He could not answer that but confirmed that it looked like a complete motorbike, and had lots of spare parts too.So I arranged to leave work early on the
Thursday to travel up there in my MG Midget through the remote hills of
Derbyshire. I got there OK to find one hopeful just driving away, (so what had
he thought of it?)
Down to a basement garage, dirty cobwebs, poor lighting, and there it was what we might call a 'basket case'! It was a complete bike alright – a complete
wreck! Plus bits scattered around on shelves and in boxes (sounds familiar?).
The guy had owned it for a while and told me of an epic trip to Poland many
years before and he would try to find a photo of his wife sat on it, he had
bought it with an engine problem and it was now fitted with a different motor
(actually an alloy MSS, and no, it would not run) and there had also been some
problem with the original frame. He found me the frame under a cover of moist
newspapers and cardboard, in fact it had broken at the bottom of the seat downtube below the s/a lugs. The owner then remembered that in fact the frame
fitted to the bike was from, guess what? - yes you've got it – a s/a MSS! In fact
the only Thruxton part actually fitted was the petrol tank, and that had been
black, now rather rusty (I wanted a silver one!).
Arthur Lavington, MK 8 KTT Velocette, fires himself down Bray Hill During the 1958 Junior TT
(note the tension of the front and rear chains, has the gearbox moved back? Ed)
So far so good, the bike was actually an MSS which did not run, with a spare
broken Thruxton (?) frame and another broken engine of indeterminate
condition. The timing cover was loose on the broken Thruxton engine so I
could not resist a quick peek inside, (it was a VMT after all). Imagine my
amazement to see a bizarre camwheel arrangement with delicately engineered
rose joints and attached push-rods, (what I now realise to be a desmo
conversion probably made by BMG of Ilford, if I recall the 1960's advert
correctly).
So was it a Thruxton? Or had it ever been? Well, it did not say Thruxton in the
log book (I am advised that some of them did not) although it had a VMT
engine number but frame numbers are indeterminate and fairly meaningless on
s/a Velos. I suppose that after a frame repair and total rebuild it could have
been converted back to its supposed former glory, but there was an awful lot
missing and what was there was like our dog – ruff, ruff. So as a complete
running bike looked a long way off, discretion eventually won.
I never heard what happened to the bike, and of course never paid my friend
his cut, but this is one more example of mutton dressed as lamb probably
commanding huge 'investment' level prices in the current market. Thank
goodness for Ray Thurston and his Thruxton register! Ray is likely to feature in
a later instalment.
Next time :- Early visits to Ken Swallow's workshop in Golcar, Huddersfield.
Steve Leonard
James Hewing on the Island
James Hewing and Chairman of the
VMCC Isle of Man Section Richard
Birch at the meeting of over sixty
club members on Thusday 12th
February at Knock Froy, Isle of Man.
James gave an informative and
amusing talk, outlining his
by Riton sometimes
plans for the future of the club. After
an interval for bangers and chips
There was a lively question and answer time with numerous questions from the
floor. It was a great pleasure for club members to meet and get to know our
Chief Executive on a personal level. Altogether a lively, enjoyable and
interesting night.
LATE RESULTS - MGP RALLY
New IOM Section member Pete Jackson was not included in the residents only
results of the MGP Rally (See Dec mag) as his new address had not reached the
list supplied to us by HQ.
Pete did well ! Riding his 1927 Coventry Victor Silent Six he scooped the
following:1st Sunday Road Safety Trial
1st in Class – Concourse
3rd in Class 3 - Main event
Very well done Pete, I hope having a piece all to yourself is some consolation.
The Main Jets
Here are the dynamic and animated 'Main Jets' so called because of their need
for a little more than fine tuning. They were formed by an amalgamation of the
'Committee Crooners' and 'The Grey Squirrel Choir' whose signature is an old
tune played on a modern fiddle. Performing their own motorcycle version of
'The Seven Days of Christmas' at the VMCC Dinner they received a great
ovation when they stopped singing.
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Ten Times Keener
The minutes of the AGM record us as now having 206 local members. Not only
does that show a praiseworthy 25% increase over the past two years, but a
simple bit of arithmetic proves what a proportionately huge level of enthusiasm
exists for vintage motorcycling on the IOM compared to the rest of the British
Isles.
Here comes the arithmetic - if we take VMCC total membership to be
between 15-16,000, then taking away our 200, plus an unknown figure
for overseas members, it must leave about 15,000.
If we then take the population of Britain as 60,000,000 and divide it by
15,000, it gives 1 VMCC member per 4,000 of population.
Take the IOM population to be 80,000 and that means that,
proportionately, our membership should be 20. The fact that it is 206
suggests that we are 10 times keener than the rest of Britain!
Or is it not as simple as that?
Website
Found an interesting photo-website that members might like to access at
www.photoarchives.co.uk
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Bickers Rides Jawa
Dave Bickers--------- Dave on the Model 11 Jawa
Amongst the visitors we've had at Tony's Museum recently was Dave Bickers
and his wife Sylvia. Dave, European Scrambles Champion was over here for a
few days. They popped into our house on the weekend for afternoon tea. (see pic)
If you enter 'Dave Bickers' on Google then click on Video, you can watch him
beat Jeff Smith 440 B.S.A. by half a wheel on his 250 Greeves in the 1960's
British Invitation Motocross at Canada Heights Commentary by Murray Walker.
Important Notice • Important Notice • Important Notice
Working in conjunction with Steam Packet Holidays,
all members will shortly receive a brochure and letter
from Mr. Brian Convery of the Steam Packet
Company, offering a 10% discount on brochure prices
for those wishing to holiday in the UK and Ireland.
Robin's Vapour
Blasting Services
Now stocking
Glass Bead Blasting
of Car & Bike Engines,
Bike Frames
plus many other items..
For further information please call
Anti-Corrosion Formula
07624 - 453344
Isle Of Man TT & MGP
Memorial Book 1907 – 2007
Having found that there was no official record of the competitors who had lost
their lives on the Isle of Man TT course author Paul Bradford, a retired police
sergeant now living in Ballaugh began to research the subject back in 1989.
Many hours were spent in the library at the Manx Museum and at the General
Registry but it was a labour of fascination and enlightenment over the years.
Initially it was hoped that information could be gathered without making contact
with relatives, avoiding the risk of further upsetting families of the deceased.
However, towards the end of the project the risk had to be taken to clarify
details and it has been a great relief to receive nothing but good will and
encouragement from those contacted.
Eventually, after 19 years of research there was sufficient information for a book
to be published and it was hoped that it could have been on sale in time for the
Photo taken by Des Evans on the presentation of the first £1,000
to the ACU Benevolent Fund outside the Bridge Bookshop in Port Erin last September.
Left to right: Rosemary Pickard of The Bridge Bookshop; Win Evans of the ACU Benevolent Fund;
Paul Bradford the author and Peter Addison on his 1928 Dot.
Centenary TT in 2007 but as there were a number of TT books coming onto the
market at that time it was virtually impossible to find a sponsor to underwrite
the cost of printing. Having been put on hold for a further year Roger Watterson
of the Copy Shop in Douglas paved the way for the book to be printed at a very
reasonable price and the author went ahead without sponsorship. The first book
was sold on 5th August 2008 and since that time over 500 have been purchased
not only by residents of the British Isles but from Germany, Holland, Italy,
Spain, Australia, New Zealand and Los Angeles in the USA. All helping to raise
over £5000 for charities involved with motor cycle racing on the Isle of Man.
Without doubt, the offer by individuals to sell the book without commission has
ensured its relative success. Rosemary Pickard at The Bridge Bookshop in Port
Erin; Julie Buckross at St. Pauls Bookshop in Ramsey; Spencer Benham at The
Book Company in Douglas and Bill Snelling of Laxey who sells the book via
the internet on ebay and manxshop@mcb.net. Wally Radcliffe of Ramsey, Liz
Gubby of the One Stop Shop in Ballaugh and many other individuals have gone
out of their way to help promote the sale of the book. The author can be
contacted on paulbradford@manx.net or by telephone on 07624 482349 if
anyone has questions regarding the book.
Paul Bradford
Crosby Injury Rehabilitation Clinic
ARE YOU FEELING A BIT VINTAGE TODAY?
FANCY A QUICK RUB DOWN WITH AN OILY RAG?
Do you have any of the following troubles?
• Back / Neck problems • Acute or chronic pain
• Lack of exercise • Stiff joints
• Joint and muscle problems
If so book in for a service with John Barton
at the Crosby Injury Rehabilitation Clinic!
For experienced and expert treatment at very favourable
rates give John a call and book your appointment today.
Telephone: 01624 851122
Mobile: 07624 497889
Cladryn
Kermode Close
Crosby, Isle of Man
SECURITY BOLTS
Thankfully, these days, punctures are rare. But over the last year I did come
across two postwar Vintage bikes, one solo, the other a sidecar outfit, with rear
wheel flats. In each case the tyre had moved on the rim taking the tube with it
and punctured the tube around the valve. Neither was fitted with a rear wheel
security bolt. Admittedly the outfit is more susceptible to this occurrence but
solos are not exempt and the fitting of a security bolt is not a bad idea,
particularly if the bike possesses good acceleration figures
Avon recommend that the forward rotation of the security bolt leads the tyre
valve by about 9 inches (229mm) but this is not inch (mm) critical and will be
decided by the spoke lacing pattern anyway. Some modern trail-enduro bikes
carry security bolts diametrically opposite the valve in an attempt to partially
balance the wheel. Some security is achieved when mounted in this position but
it is a long way from the valve and a closer location will give a better result.
The addition of even more weight so close to the valve will, of course, put the
wheel well out of balance but by being the rear wheel none of the out-ofbalance forces will affect the handling or be felt by the rider: it would of course,
if it was the front wheel. Such out-of-balance forces will be of little
consequence for most but they do affect wheel bearing and tyre wear. Owners
of high performance machines might like to be on the safe side and use two rear
wheel security bolts. They should be fitted at 120 degree positions away from
the valve. In other words, for a 40 hole rim, counting from the valve clockwise:
13 spokes, 14 spokes and 13 spokes. It is unlikely that these positions will be
exactly possible due to lacing patterns, more usually 12-16-12 but somewhere
near is acceptable. This not only gives greater security but also imparts some
balance to the wheel to ease wear. Modern light alloy rims more often than not
are serrated on the inside and do not require security bolts.
Some large capacity high performance machines, Rocket Gold Star and A65s
for example, carry WM2 rims fitted with 3.50 section tyres. Tyre creep is a
distinct possibility if a larger section tyre is substituted on these rims,
particularly when washing up liquid as a fitting lubricant is used as many of us
wrongly do. Such larger tyres really need WM3 rims for adequate support. In
the case of sidecar outfits the likelihood of creep is exacerbated by the extra
weight the tyre must propel. The Avon Triple Duty sidecar tyre is an excellent
item and when mounted on a WM2 it really needs a security bolt or bolts to
hold it securely. Avon state that for the Triple Duty a WM3 rim is the ‘preferred
fitment’ but a WM2 is a ‘permitted fitment’
Some difficulty may be
encountered when fitting a
tyre to a rim equipped with
a security bolt. The usual
recommended method is to
place the lightly inflated
tube into the cover and fit
the first bead over the
wheel rim. Pull the unfitted
bead and tube up and away
from the rim and drop the
threaded bolt into its hole.
Not at all easy. It is
sometimes necessary to
shorten the length of the
threaded bolt. Care should
be taken with this, for
The position of the security
when checking the flap has
bolt relative to the tyre valve
not trapped the tube by
pushing the bolt up in to
the cover it can disappear into it if the bolt is too short and the nut has not been
loosely fitted.
Another method is to fit the security bolt to the bare rim and tighten its nut fully
thus holding the flap securely down in the rim well. Fit the first bead of the
empty tyre. Slacken the nut to its last few threads and with a tyre lever carefully
hold up the fitted bead trapping the flap and push the bolt upwards into the
empty cover. Insert tube and fit second bead. Any other methods that can be
used, I am sure would be welcome in Vintage Mann
‘Clubmann’
Phinik I.O.M.(Ltd)
ENGINEERING SERVICES
Servicing The Islands Utilities
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Steel Fabrication
Specialised Stainless Steel &
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Bead Blasting engine cases and frames
Stainless Steel & Aluminium Fabrications
Fax: 01624 672030
Douglas 625205
Established since 1960
www.phinik.com
UNIT 5 - SPRINGHAM PARK
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e-mail: phinik3@aol.com
The History of Motor Cycle Racing
Chapter Three: Glenn H Curtiss & the TT
It is noticeable that the pioneer racers were not simply motorcyclists; they were
essentially devotees of speed by whatever means and, as we have seen, a good
number of them doubled up as aviators. It was the same story on the other side
of the Atlantic Ocean.
Although the Harley-Davidson and Indian factories were already well to the
fore, undoubtedly the most sensational machine was the vee eight built by Glenn
H Curtiss of Hammondsport, New York. Curtiss entered the history books by
virtue of winning the first ever American hill-climb, held on a public road, and
sponsored by the New York Motorcycle Club in May 1903. Moreover his
machine was of his own manufacture. Other highlights of his career included
riding his 680 cc bike to a record time for a single cylinder machine at Rhode
Island meeting, in 56.40 seconds for a speed of 63.8 mph. In January 1904, he
set a 10 mile record of 8 minutes 54.4 seconds (67.3 mph) at Ormond Beach,
Florida. He also built a twin cylinder model. The Curtiss motorcycles were the
first to feature twist grip controls.
But he was already turning his mind to aviation and in 1906 he designed and
built a vee eight engine, initially intended for aircraft use. But he put the motor
into a motorcycle and returned to Ormond Beach for the series of races in
January 1907 . Features of the mighty beast, which produced 40 bhp, were twin
carburettors, automatic inlet valves, shaft drive and battery ignition.
A four-mile course was laid out. The machine was towed to a speed of 40 mph,
with the exhaust valves open and throttles closed, to stop the engine tearing
itself out of the frame; after two miles, top speed had been attained; the third
mile was used for a "record" attempt and the fourth mile was needed to slow
down.
Curtiss claimed to have covered the©flying mile in 26.4 seconds for a speed of
137 mph, although there were doubters. Before any official test could be held, a
universal joint broke and the frame buckled, so further attempts were
abandoned. That speed, however, made Curtiss the 'fastest man in the world' - as
it was faster than anything achieved on four wheels or by aircraft. Although the
time was not recognised officially, notwithstanding the sceptics it was generally
accepted as valid and it was not until 1930 that a motorcycle went faster.
In his subsequent career, motorcycles took a back seat to aircraft production and
Curtiss became the one of the foremost manufacturers in the American industry.
As for the might vee eight record breaker, it survives and can be seen in the
Glenn H Curtiss museum in Hammondsport. So Moto Guzzi's so-called ground
breaking "Otto cilindri" was nothing new; Curtiss had been there half a century
earlier.
The TT
Although the story of the Tourist Trophy races is recorded in detail elsewhere,
the Manx races simply demand a mention. International racing began with the
International Cup Races, held in France in 1904 and 1905 and in Austria in
1906. The event was contested by teams representing the participating countries,
and on each occasion the host country's team received some irregular assistance.
In France, enthusiasts allegedly scattered tin tacks into the paths of the foreign
riders; in Austria, the Puch squad's riders were followed round the course by
Puch sidecar outfits carrying spares, tyres and mechanics. This blatant cheating
was too much for the stiff upper lip brigade. Charlie Collier, third place man in
the 1906 event, remembered that "During the long train journey home, a
discussion arose as to whether it would not be possible to promote a road race
in England, where fair play would be assured."
The committee members of the Auto Cycle Club set to work and among their
number was the Marquis de Mouzilly St Mars. It was probably the Marquis who
was instrumental in taking the new race to the Isle of Man and he presented
what was to become motorcycle racing's most celebrated trophy in the shape of
Mercury, the winged God of Speed, for the race winner.
As is well known, the first TT, held on 27 May 1907, was run over the 15 mile
St John's course, as motorcycles were incapable of tackling the fearsome
Mountain course with the daunting slopes of Snaefell. Separate races were held
for single cylinder bikes (with seventeen starters) and multi cylindered bikes
(with eight starters). Fittingly, Charlie Collier (Matchless won the singles race,
with Rem Fowler (Norton Peugeot) taking the twin cylinder honours.
In 1908, Triumph's star, Jack Marshall, who had been runner-up the previous
year, was in determined mood; he fell off, then he broke a valve, which he
replaced, thanks to carrying an extensive collection of spares, and rode to
victory ahead of Collier and Arbuthnot. "The Motor Cycle" reported that
"Captain Arbuthnot arrived (at the refuelling depot) in excellent spirits and said
it was the biggest fun he had ever had in his life."
The 1909 event was notable for an official entry by Peugeot, with its leading
rider Giosue (otherwise known as Joseph) Giuppone, who had won the 1906
Circuit des Ardennes (for Griffon) and took a class victory for Peugeot in 1907.
The French resident, Italian-born star finished in twelfth place on his 5 bhp vee
twin.
However, Peugeot was increasingly turning to four wheeled competition and its
riders, including Giuppone, were poached to drive the marque's cars. In
September 1910 Giuppone returned to the Circuit de Boulogne for the Coupe
des Voiturettes, which he had won in 1909. During practice, he was forced to
take evasive action as an errant cyclist crossed the road on the descent through
Wirwignes village. Giuppone lost control of the car which rolled over; he
suffered fatal injuries. The press reported that over 3,000 mourners accompanied
the coffin to the railway station, prior to its final journey to Turin, his home
town. A memorial stone was erected at the scene of the fatal accident.
Back in the Isle of Man, the ACC moved the TT races to the formidable 37 mile
Mountain circuit for the 1911 series. When practice began, it dawned on the
home runners that they would face a full-strength attack from an Indian works
team, lead by chief designer Oscar Hedstrom. He supervised a gang of race
mechanics swarming over six new vee twins of 580 cc with two-speed
gearboxes and all-chain drive - state of the art stuff. And he had assembled a
galaxy of riders; he had poached the Rex team leader Oliver Godfrey and
recruited the Irishman Charles Franklin, who would subsequently become
Indian's engine designer. But his masterstroke was to ship across the Atlantic
the leading light of American racing, Jake De Rosier.
Raymond Ainscoe
All our Yesterdays
Has anyone taken a guess as who
this lad is? Try to imagine him with
a shaved head. Difficult isn't it.
However all can now be revealed!
It's relatively new member, John
Julian from Douglas. John was born
one of two brothers at Hyde Terrace
in Leeds. He started his education at
Horsforth Cof E Primary School
then after passing his eleven plus
graduated to Aireborough Grammar
School.
John on his pride and joy
His first experience of bikes was
when his mate Stuart Childs, who
lived four doors down bought a
maroon plunger A7 B.S.A. John
rode it up and down the path at the
back of the cottages at Town street
in Horsforth at every opportunity.
He was hooked!
At 16 he got his provisional licence and after pooling his savings from odd jobs
with his pocket money, bought a James Cadet for a tenner, taxed and MOT'd.
Not long after he fell off in the wet when he hit a manhole cover - first lesson
learned without serious injury.
He got his first job at Grandways Supermarket which used to be the Glenroyal
Cinema.
The Cadet was passed on to a friend when John bought a Tiger Cub from the
Leeds Branch of Kings of Oxford. It needed fettling so John got his dad Irvin
on the job, pulling the engine apart.( bet it was the big end ! Ed.) His longest
ride was to Boroughbridge a round trip of 50 miles!
After passing his test at 17 he did a straight swap with his cousin Angelo for a
'54 Royal Enfield twin. This time a basket case with a 'good' engine. Once the
bike was in one piece, John set off for a test ride. Twenty miles later a clanking
noise heralded a run big end, and a crestfallen trip home in Stuart's dry
cleaning van.
He bought a second hand engine from Alan Kitson's, a breakers in Leeds. It ran
well but kept blowing head gaskets between the cylinders. Nevertheless he
managed to do his first courting on it with trips to Whitby on the East Coast.
On one such trip the rear brake locked up giving him and his doll a very nasty
moment, so John removed the backplate and linings and rode home without a
rear anchor.
John became an apprentice with Crompton -Parkinson of Guiseley who made
electric motors and light bulbs, near Harry Ramsden's original shop and Silver
Cross prams. He stayed for 36 years working his way up from the shop floor to
the inspection, then the buying department, purchasing tools and consumables to
run the factory.
In '67 John swapped the Royal Enfield for a Norton 19S 600cc longstroke with
box sidecar. He soon found that sidecarring is a specialised technique when he
went straight on at the first corner and narrowly avoided a crash. It took a
fortnight for him to become confident. During the summer months he rode the
Norton solo.
One year on and the Norton was exchanged for a Greeves /Triumph that highly
successful hybrid which is a great blend of lightweight frame and more powerful
engine.” I could cruise at seventy and the handling was excellent. I had to raise
the footrests as they kept grounding !” Eventually John overcooked it and
John's highly polished Goldie
The Curtiss is now a museum piece
The Greeves Triumph combination that performed so well
dropped the plot. “I remember watching a shower of sparks coming off the
exhaust as the bike slid along the road in front of me!”
In 1970 he bought a Gold Star from one of Allan Jeffries mechanics for £100.
After riding it for a while he decided on a complete rebuild with the correct
tank etc (see pic).Although he rode it to work John and the B.S.A. never really
came to terms. “The dream does not line up with reality. Bad starting, low racing
riding position, tall gearing.......I sold it after a year”
After three years without a bike John branched into off roading on a 125cc
Suzuki Trail in '74. “ It was a very nice little bike and it led to other things …..
A 250cc Bultaco and trials riding.....just local events, it was good fun”.
When an unusual bitza came his way in '74 he just could not resist. It was an
AJS 7R racing chassis with a unit construction Bonneville engine. Not long
after, disaster struck. “Coming home from a meeting of the Denholme and
District Motorcycle Club, a well known group of hooligans, I was rounding a
right hander in Keighley when the rear wheel collapsed and it spat me and my
passenger off. There were only seven spokes left holding the rim! I was lucky
to get away with a damaged shoulder”. What remained of the bike was sold in
bits.
Then he acquired a 2years old MZ ES 150 from Eddie Wright the sidecar racer
for £50. As seen – no guarantee with 9,000 miles on the clock.” I felt at home
with it immediately and after that always looked for an MZ if I needed a ride to
work hack.” .
In '75 John heard about a chap who had a '70 Triumph TR6 and was struggling
to make the HP payments. A deal was struck, John paid the chap £50 and took
over the payments and the bike! “It was excellent, tall in the saddle, but handled
well and the performance of the unit construction engine was first class”. John
began going to camping rallies on it. Whitehaven, Hartlepool and the BMF rally
at Castle Donington where he won the concourse and Bob his mate won the
oldest bike award on his 1937 Empire Star.
In '76 it was all change again when the TR6 went in part exchange for his first
BMW, an R75/5 for the princely sum of £700.“ The BM was the same age as the
TR6 , more than twice the price, but well worth it. It was the start of a long
relationship. It was the perfect tourer. I did high mileage trips covering the
whole of the British Isles including a week in Scotland with a friend on a Moto
Guzzi S3, touring the distilleries. I regularly covered 400 miles at the weekend
and rode it to work all week. Just change the oil ,change the plugs and away you
go.The rear tyre was the only part that wore out. I never even changed the brake
linings.”All good things come to a end, however, and in '79 the Beamer went for
cash, and John acquired a Reliant Robin (not off Del Boy!)
The TR6 glints in the sun
Come the mid '80's he felt the urge for two wheels again and bought his one and
only brand new machine, an MZ TS250cc Super Six. About the same time he
bought a C15 Trials for £80 from a friend “ I fell off it a lot training for the
rough” In '87 he changed the MZ for a five year old Guzzi V50.
On Midsummers Day, a Friday, he set off for Glencoe and on the Saturday went
“over the sea to Skye” by ferry, coming back home on the Sunday, a total of 900
miles. Unfortunately the crown wheel insisted on coming loose again and
again, so John made his own tab washers and glued the bolts in as well. He then
sold the Guzzi to a girl from Bradford he met in South Wales. “ Years later I met
her, still riding the Guzzi with no problems.
It was back to BM's again, this time an R100/7 “ It had a longer wheelbase,
actually to accommodate a larger battery, not to improve handling and stability
as BM's would have us believe. You could actually see the welds where the
swinging arm had been extended by about 50mm.It had a stainless steel disc on
the front- not really an improvement, it was notorius in the wet!“ John bought
two XBR500 Hondas in 1986 from a friend,paying £2000 for the pair. He sold
one immediately. Two years later the other one went. “ It would do the ton but
was very uncomfortable to ride and I always preferred to use the BM”.
In 2002 a Ducati Monza Junior 160cc joined the stable. “It is compact
with 16” wheels and handles really well”
In 2004 John moved over to the Island as soon as they completed on their house
in Castle Mona Avenue in Douglas.” I remember it was bonfire night” After
several temporary jobs he finally settled at Target Tools and is still there today.
He met some members of the Moddy Dhoo, and went with them on a trip to
Tony's Museum one Sunday “He advised me to join the VMCC and I have
never looked back, I have been made so welcome here. I would certainly never
move back over”
Job Grimshaw
TIMBER
MANN
Michael Whitaker
Carpenter & Joiner
Mobile: 07624 464099
Tel / Fax: 01624 618681
• Timber Buildings
• Garage / Workshop
• Summer House
• Stables
• Decking
• Fencing
• Tree Felling
Caveat emptor? - Emptor excelsis!
The opportunity came to get Pat on the back of the Burgman scooter one fine very sunny - day this summer. She was not brought up on bikes, so we took a
very careful run into Douglas and back. "That was good" she said "What about
us getting something more appropriate for our age, something we can get out
with the Vintage Club on". She replied in the affirmative, that was my chance!
I always fancied a Guzzi single, just liked the look of them so set about looking
for one. It had to be a late model with an electric foot - Pat would have not been
happy with me trying to fire up a big single having had a new knee and hip!
Nothing was available through the club mag or other motorcycling magazines,
so turned to Ebay. The first one on offer was "most parts of a Nuovo Falcone".
This had been liberated from a far eastern country. The thought of trying to get
parts soon emptied that one out. The very next day there was "1972 Nuovo
Falcone - registered new 2002, under 4,000 kms". It looked good on the page,
I made contact with the owner - yes, the electric start worked fine, so put a bid
on. The price moved up a bit, then settled with my bid at the top for the last five
days. The bidding goes on for 10 days but most action occurs in the last few
hours. Nothing happened, no one topped the bid - it was mine!
Bill's Nuovo Falcone Guzzi
After bidding had finished I made further contact with the vendor, Monty Vann.
It turns out I used to sell him spares for his Velo when I worked for Geoff
Dodkin - motorcycling is a small world. He also passengered for Dave
Dickinson in the UK, but Dave felt he was a bit heavy for the TT so
commandeered his brother Nick Vann who used to race a Velo kneeler outfit for
his first TT. The bike sounded as if it was ok, so we took a chance and drove
down to Ratby, Leics in July, stopping en route to purchase some new riding
gear from DH Autos of Newcastle, Staffs. Dennis Holmes an ex-TT sidecar
racer has a stall behind the grandstand at TT and MGP. They even had a pair of
trousers that fitted a 'short-portly' off the shelf.
We also found the reason for the low mileage. A crate of 20 brand new machines
had been found in Italy in 2002 and brought back to the UK by North Leicester
Motorcycles. Mine had two owners, the first could not get on with kick starting
a heavy machine, it weighs around 460 lbs - about the same as a Vincent. Monty
bought it as a project to help pass the time, according to the MOT records, he
had ridden just 20kms in two years.
On first running he thought he detected a rumbling from the nether regions. On
stripping it out he found a main bearing had corrosion where it had been
standing for those 30 years. Being a resourceful chap, he made all the specials
tools to strip the engine. On rebuilding he took the opportunity to fit a dynastart
as fitted to Fiat 500s (it was also standard on some models of Nouvo Falcone so
it was a straight swap.
The garage door was opened, the bike was wheeled out. Fuel on, choke, lift the
valve lifter, press the button, two revolutions drop the valve lifter and away she
went. 'Glad you came down in a car, there are a few spares to go with it". "Few
spares" included: all service tools, manuals, the huge standard air filter, three
years of Gambalunga, the magazine of the Guzzi club of Great Britain and seat
base/foam . The latter was essential as the bike was for the two of us.
Togged up, I pulled away. The change from first to second went with a CLANG!
First lesson in Guzzi gear changing. You have to give the 20+ lb flywheel time
to slow down a bit before changing up. First is very low. I plonked my way back
to Heysham and the boat back. Everything seemed to be working fine so we
booked in for a test at Tromode on what was one of the wettest Saturdays on
record, I was drowned just getting from Laxey. On arrival a chap rushed up to
me who was waiting for a test. "I had one of those". "Yea" I thought. But it turns
out his bikes was MDB 385K, one digit away from mine - small world. It passed
with flying colours and I was out on the Donnie Robinson's Glen Maye run the
very next day. I had promised Pat I would only go out solo on it just this once promises are meant to be broken! Managed to fit in three solo outings so far this
year.
The seat has been re-covered by former MGP and travelling marshal Brett
Gaites of Sandygate - good service and good rates (499457).It's a most civilised
bike to ride. Monty has 'tweaked' the valve timing to that of the Velo MSS, all
woofly and with plenty of torque. Monty had geared it up two teeth on the back
sprocket, I have rarely seen top gear on it so far but we have the standard
sprocket to refit this winter. Fuel consumption? Don't know, tank never seems to
go down!
Thanks for a magic bike Monty (he is now occupied restoring a narrow boat on
the Leicester canal), I bet it doesn't tick over like the Falcone!
Bill Snelling
TANK LINING A SPECIALITY
CLUB TROPHIES
PROFILE NO. 7
INVITATION SHIELD
FOR SCHOOL BOY'S
This Shield was bought by the Section
for our trials in 1993. It is awarded
yearly to the schoolboy or girl with the
best performance riding the A route
First won by J Readshaw in 1994.
Currently held by Oliver Megson
PROFILE NO.8
THE BOB THOMAS TROPHY
Bob Thomas was a founder member of
the Section. In 1968 he became our first
chairman, an office he held again from
'74 to'77. A club official for 18 yrs, he
was made a life member in '91, and was
awarded a replica of the Manx Sword
of State for services to the section.
Bob, who passed away in 2003, was
owner of a wonderful collection of
vintage bikes at Milntown.
This trophy, bought in '90 by the
Section, is for the rider placed second
in the Trials Championship. First
winner was S.Beynan in '90. Current
holder is S Collins.
Harry Cardy
THE SOUND OF SILENCE
After a phone call and collection of riding kit I found myself at Jurby on Sunday
the first of February to witness and ride the prototype Electric bike designed for
the 2009 one lap TT race. The afternoon was very cold but dry and a number of
MHKs, invited guests and interested spectators had turned up.
The bike duly arrived and was quickly unloaded. The bike looked familiar, a
dated Suzuki GSXR rolling chassis and fairing hiding the electrical propulsion
unit. After signing on, we were introduced to the machine with a quick pre-ride
briefing, this did not take long, brakes in the normal position for a Japanese
machine, throttle, normal position, kill-on/off switch next to throttle. No clutch,
Gears choke etc. The motor did not need to be raised to working temp to give its
best, it was ready to go.
Adrian Earnshaw was first to give it a go, it was agreed that we would do 3 laps
each of the circuit. Starting off procedure, raise side stand, switch on and go!
Adrian motored round and if you had not been watching him you had no
indication of his approach other than tyre and transmission noise, most peculiar.
Adrian's time came to an end and before I started my ride he warned me about
lack of engine braking.
The electric bike - Adrian Earnshaw at the controls with Martin Quayle(left) TTXGP promoter
Azhar Hussein and scrutineer Willie Clucas (Note that Adrian's fingers are already on the brake! Ed)
Off I went, slowly at first mindful of not making a ….. of myself, it really is turn
and go, coming into a sharp left hand bend with the strong wind behind I was
reminded about the engine braking - Nil! Starting my second lap I became
more at home with the riding style and was better placed to evaluate the
performance. Down the long straight I turned up the taps, acceleration was there
but this `aint no R1 Yamaha, I would estimate my top speed to be about
90mph.After another similar lap I returned to the start line, to be asked about my
impressions.
Another rider went out, but during his third lap the bike visibly slowed, the
battery was getting low. This gave us the opportunity to look under the covers.
The battery at present used is a 160volt power pack with recharging taking about
1 hour. Twin electric motors coupled by chain are used, there being no gearbox.
The gearing looked interesting, the gearbox sprocket being small, say 15-16
tooth and the rear I would describe as a motocrosser. I couldn't count the teeth
without being overly intrusive!
During enquiries I believe that a figure of 4.8 kw was mentioned. If this was
referring to the power output of the motor, using my schoolboy conversion of
745watts equals 1horse power, its not surprising I didn't experience neck
snapping acceleration. I am well aware this was very much a test bed machine
and that it had been built using a chassis etc. that was available. However I am
sure that this project has a future and look forward to the race with interest. I
would like to thank everyone concerned for allowing me this opportunity to test
ride the machine.
Driving home afterwards, my thoughts returned to Jurby and how this test ride
would have compared with a similar event 100 years ago. The bike would have
been either ridden to, or delivered to Jurby possibly by a horse drawn wagon.
Fuel would have been carefully added, oil levels checked and turned on and the
accumulator, if fitted, connected up. Starting would have taken a little longer
and the riders briefing would certainly have taken some time if they were
completely new to riding.
Stand alongside the machine, prime the carburettor, set the air and throttle and
retard the ignition. Prime the oiling system checking that oil is flowing, perhaps
through the sight glass, then pull the machine back on to compression. Pull in
the valve lifter, take a deep breath and push. Release the valve lifter and if the
machine fires leap aboard advancing the ignition and adjusting the throttle and
air levers to obtain good running before again checking the oil!! If it didn't start,
repeat the process or check the plug. At least after all this activity you certainly
would not be cold!!
Happy riding whatever it is.
Richard Birch
A Big Day Out with
Charlie Boorman & John McGuiness
It started with a simple text message from a friend of mine asking if I could lend
or knew someone who could lend Charlie Boorman a couple of old British
Bikes for a day and that day being Monday and today was already Wednesday –
so no rush then! I spoke with a very nice man called Trevor who explained
Charlie and Russ Malkin were again off on an adventure and this time it was
called 'By Any Means' and that they were travelling from Ireland to Sidney, by
as the name suggests – any means! They were due on Island on Monday and
were looking for some suitable bikes and preferably old and British. For a laugh
I volunteered Black Betty my 'it runs well but looks like a shed' BSA A10 Super
Rocket. I then suggested they could use my Ducati 916 and my MV and left it at
that. Next thing you know I am being asked insurance valuations etc for the MV
and Black Betty with Charlie to ride the MV and Russ the A10.
Charlie Boorman chats to John McGuinness on camera
Monday dawned and thankfully whilst cold, was dry and clear. I decided to tag
along on my 916 with the plan being to meet Charlie and Russ up at the grandstand
along with the film crew and then meet up with John McGuiness later in the
morning. Milky Quayle pitched up in his Mercedes Taxi and we were all set except
for a shortage of helmets! Not exactly the most organised of starts to the day but
quite amusing. I gave Charlie a brief over view of the MV and explained to Russ
some of Black Betty's ways and after a reasonable warm up with plenty of filming it
was off to do a lap of the IOM TT circuit with camera crew in tow. Now it's actually
quite scary watching your favourite toys being used and maybe a little abused as
they are positioned this way and that for filming – ride along outside of traffic here,
go wrong way round there, shoot up and stop traffic at Ballacraine so we could all
have a go at the racing line! All in all progress was very slow and any thoughts that
the crew had of two laps diminished rapidly. We stopped at Balla Spur where Milky
took the crew through his near death experience (you need to see the video to
believe it) before landing up at Glen Helen which handily enough, one of the crews
father in law owns, so free coffees all round and a welcome warm up whilst waiting
for John McGuiness.
John duly arrived and after much chit chat and adjusting of helmet cams and so
forth we were off round the TT course to meet up with Geoff Duke at the Creg ny
Baa. Sadly I was not allowed to run with the crew as otherwise it would have been
me on the film too and whilst I might have liked that idea, they didn't and I had to
keep out of the way by staying ahead of the crew at all times. So what exactly these
boys got up to between Glen Helen and the Creg I can only guess – however it took
a gogs age and I reckon that they might have gone over Ballaugh or round Sulby
Bridge just more than once! We will all have to wait and see what the filming
reveals – was the MV airborne at Ballaugh I wonder? I waited patiently at the Creg
along with Trevor and eventually the sound of the MV could be heard coming down
off the mountain. Now its fair to say that the revs were a tad high, higher than even I
John South's MV awaits the Charlie Boorman experience
normally take her to and I did wonder if Charlie would ever hit the brakes! She
sounded wonderful and for the camera crew Charlie and John then did a second run up
to Kates and the back down and round the Creg. During this point John pulled a
monster wheelie up the hill toward Kates and I could hear the clutch on the MV
starting to slip at high revs – oh dear thought I. This clutch has been perfect since I
rebuilt the engine years ago and whilst I do abuse this bike I have never managed to get
it to slip so lord knows what they have been up to!
An interview with Geoff Duke and lunch saw the day draw to a close as Charlie and
Russ had to speed off to the great Isle of Man Steam Racket (sorry Packet) Ferry for
their sailing to Heysham. We all set off from the Creg with Charlie leading and not
backing off at all for Brandish, Russ two up on Black Betty with the camera man
leading out at a mad angle to capture more footage and me behind praying that the
bikes would all be in one piece at the end. Poor old Black Betty was pulling nearly
80mph and I marvelled at the noise and was just waiting for the crank to shear!
All in all it was a fun day out and beats working any day. The clutch on the MV seems
fine, least ways later that week I was unable to get it to slip so I suspect it just got a bit
hot!
Now it's just a question of waiting to see what is shown on TV and we will have to wait
until October for that.
John South
CBG CGeneral
ONTRACTORS LTD
Groundworks
Underground Electricity & Water Ducting - Sewage Pipeworks
Tel: 842479 • 493605 Fax: 844808
VINTAGE TRIALS RESULTS
Sunday 16th Nov 08
Dhoon Quarry Laxey
1. Phil Ward
Fantic
4
2. Shaun Huxley
Greeves
7
3. Stuart Clague
Fantic
14
4. Peter Blackburn
Triumph
31
B Route
1. Barry Stephenson
Fantic
14
----------------------------------------------------------------Sunday 21st Dec 08
Knock Froy, Santon. Mince pie and Cake
1. Phil Ward
Yamaha
6
2. Shaun Huxley
James
9
3
Stuart Clague
Fantic
14
4
Jim Davidson
B.S.A.
17
5. Brent Seal
Yamaha
38
6. Peter Blackburn
Triumph
48
7. Shaun Seal
Suzuki
54
B Route
1. Chas Watson
Honda
10
2. Tom Mason
B.S.A.
42
3. Michael Harding
Suzuki
69
----------------------------------------------------------------Sunday 18th Jan 09 West Baldwin Bridge -1st Round 09 Championship
1. Phil Ward
2. Andy Sykes
3. Stuart Clague
4.
Jim Davidson
5. Graham Thomas
6.
Peter Blackburn
B Route
1. Michael Harding
2. Steve Taylor
3. Andrew Hand
Yamaha
B.S.A.
Fantic
B.S.A.
Honda
Triumph
8
16
17
19
28
34
Suzuki
Honda
Montesa
23
24
56
One of Small Heath's Best
The Final Part.
By the 1992 Classic TT the A65 BSA outfit, albeit now a 750, was giving away
just too much engine capacity to most of the rest of the grid. It's always
intrigued me how classic racing has seen history repeat itself with Japanese
bikes in the solo classes eclipsing most of the traditional British machinery, and
in the sidecar class the use of car engines such as Imps and NSUs. Even the
outfits with bike engines were moving towards Japanese multis.
Roger Allen and I had a serious talk and agreed that a competitive ride on the
Beeza was now unlikely and as we both wanted a last flourish of racing before
getting too old our attention was turning to having a go at the Sidecar TT proper.
We had agreed that we would make a decision after the 1992 TT, which
incidentally would be our debuts as TT scrutineers.
Practice went very well. The outfit going well as a 750, but as is always the case
when you find more power, it exposes some other shortcoming. We only had the
standard four speed gearbox and this was something of a handicap. BSA did,
apparently, make a racing six speed gearbox for the A65, but I have never seen
one surface for sale.
Roger Allen and his father "Titch" fettling in the paddock
for VMCC Members (with membership card)
In my last article I mentioned the Triumph Grand Prix that I had ridden in the
1992 Classic TT. This bike had been built by Roger a few years earlier from
parts collected over the years. I seem to recall that the frame was the Triumph
Tiger 100C (C for competition as it had rearset footrest mounts), The engine was
a 500 bottom end with the all alloy square 'generator' barrels and heads. These
engines had been used as generators by the RAF on bombers in WW2, and after
the cessation of hostilities were much in demand for racing. The petrol tank was
a very skilful conversion of a BSA tank, and with two meggas the engine made a
lovely sound. I had managed to finish 10th on it in 1991, but the handling was
fairly typical of a rigid frame and the rougher parts of the Billown circuit
certainly tested my nerve! It also had a habit of 'shaking its head' down the
start/finish straight if I moved my weight too far rearward. Anyway, I
thoroughly enjoyed the ride, and for 1992 Roger was going to race the bike.
Race day was gorgeous weather. The sidecar race was the last before lunch and
the Vintage race the first after. We got off to a good start, as we always did with
a push start, and were in the first half dozen for the first lap. On the second lap
going into the Iron Gate the engine hesitated and then the left hand carburettor
blew off its rubber manifold! Instinctively I tried to push it back on, hold it, and
hope the engine would chime in again. No luck. We rolled to a halt and watched
the rest of the race from there. On further examination back in the paddock it
was immediately apparent that one of the pushrods had lost its steel end cap
which had split neatly in two. These were new pushrods the season before for
the 750 motor. Beware pattern parts!
We enjoyed our lunch sat in the sun, and then off Roger went for the Vintage
race as I loaded the Beeza onto the trailer. I heard the race start and then all too
soon bikes were returning to the paddock. I overheard someone say the race had
been red-flagged. That's always a worrying moment.
Our very worst fears were realised. Roger got a good start was following a bike
that went down. He had no choice but to go down as well. As he tried to get to
the side of the road he was hit by a following machine, and fatally injured.
For all that we get from motorcycling, in all its forms, we always hope that we
will never have to pay the ultimate price. But there are few of us, I suspect, that
have not been touched by the effects of some form of tragedy in our passionate
love for motorcycles.
Things were never the same again. The BSA was repaired, as was the relatively
minor damage to the Triumph GP. I never raced again, but did ride both the BSA
outfit and the Triumph in TT Parades. Roger's widow and one of his daughters
had passengered for him in vintage racing before they moved to the Island, and
both rode with me on the BSA in TT Parades.
By 1994 I'd decided that the Beeza ought to go, and preferably raced. Local
enthusiast Ian Baxter-Ross bought it and immediately made it available to local
sidecar racer Billy Quayle. Billy continued to ride it at Billown every year and it
was eventually retired about 2002. A friend of Ian's now has the outfit in the UK
for a rebuild and it will hopefully not be the last we see of it.
It really was one of SMALL HEATH'S BEST.
Steve Woodward
Know Any Interesting Numbers?
I intend to write an article for the forthcoming MGP Rally Programme that looks
at Manx vehicle registration numbers. If you know of any interesting ones - bike
related or not - I would like to hear of them. David Wright, tel 844256 or email
davidwright@manx.net
A hearty welcome to these seven new members :Barney McGee. Albany Villa, 1 Albany Rd, Peel. IM5 1JS
Chas Watson. The Cabin, Baldrine Rd, Baldrine. IM4 6EF.
John Leslie Prince. 1 Avondale House, Queens Promenade,
Douglas. IM2 4NE
Roger Caple. 10 Port-e-Chee Avenue, Douglas IM2 5EW.
Graham Thomas. Upper Mill, Ballanass, Lower Foxdale. IM4 3BE.
Michael Ellis. Hawthorne Cottage, Church Rd, Maughold. IM7 1AS.
John Harrison. 14 St Marys Glebe, Fistard, Port St Mary. IM9 5PF.
Second Annual TT Photo Exhibition
Laxey Woollen Mills and FoTTofinder Bikesport Photo Archives (member
Bill Snelling) invite you to the second annual TT photo exhibition at the
Laxey Woollen Mills, Glen Road Laxey. The exhibition, which features
over 200 photographs from 1907 to date will be held from May 23rd
through to June 6 Monday to Friday and including Mad Sunday. 9 a.m. to 5
p.m. Good parking. Admission is free but a donation to the MGP
Helicopter Fund would be appreciated. The exhibition raised over £1,400
for the Helicopter Fund last year during the TT and MGP. Please note;
exhibition is on first floor, disabled access is restricted.
Floggers Corner
For Sale:- 1994 BMW R80 with genuine 13,000 miles covered. Comes with
panniers, crash-bars, heated grips, original tool-kit, handbook and service
record. Looks and rides almost as new, £1,850. David Wright, tel 844256 or
email davidwright@manx.net for a couple of photos.
CHAINS AND SPROCKETS
During the 1930's the two Rowell brothers Wesley Albert (Bertie) and Harold
Mylechreest (Harold) were prominent supporters of the Isle of Man Manx
Grand Prix.
W.A.Rowell, Bertie, commenced racing in 1932 when he rode Velocettes in the
September M.G.P. He retired in the Junior race and finished 15th in the Senior
which was won by Norman Gledhill. The following year (1933) Bertie Rowell
finished 12th in the Junior and 10th in the Senior. 1934, still racing Velocettes he
achieved his best position so far to gain 4th place in both Junior and Senior
races. The next year he was placed 5th in the Junior and 7th in the Senior Manx.
1936 M.G.P. he was Norton mounted in both Junior and Senior races,
successfully gaining a 3rd place in the Junior behind winner Austin Munks,
Velocette, and second place Jack Blyth, Norton - he retired in the Senior.
During his final Manx Grand Prix in 1937 Bertie finished 7th in the Junior and
finally clinched 3rd place in the Senior behind Maurice Cann and Ken Bills,
thus gaining once again a place on the rostrum and a mention in the record
books for posterity. This gave him a total of 8 Manx Grand Prix replicas and he
had also been a recipient of the Lady Hill Trophy four times. He then decided
his M.G.P. racing days were over, but not however his connection with the
M.G.P. and T.T. Bertie was a Travelling Marshal from 1946 - 1951 and escorted
Harold and Bertie Rowell
groups of new riders on conducted tours around the T.T. course passing on to
them beneficial advice which was much appreciated.
Meanwhile H.M.Rowell (Harold) competed in the M.G.P. from 1935 when he
was 2nd on a Rudge in the Lightweight. His record shows that he was second
again in the 1937 Lightweight on his Rudge. Post-war he rode Nortons and
finished 4th in the 1946 Junior Manx Grand Prix and 3rd in the Senior behind
Ernie Lyons - Triumph, and Ken Bills - Norton. After his commendable racing
career he retired and became a Travelling Marshal during 1947 - 1948.
Post-war I had known the Rowells for quite a while. We'd met socially at
various events and at the Manx Grand Prix and T.T. Bertie was a bachelor, good
looking and more sociable and charismatic than his younger brother, but what
Harold lacked in looks and sociability his wife more than made up for!
When the 1935 film "No Limit" starring George Formby was being filmed on
the Island, both Bertie and Harold along with several other Peveril Club
members had been engaged as riders competing in the T.T. race - however it is
almost impossible to catch a glimpse of either brother in the film. "No Limit" is
as popular today as it was then.
The Rowell family residence was an imposing detached house in Douglas where
Bertie lived with his widowed mother. Harold Rowell being married lived at
Union Mills and later Kewaigue. My first visit to Knottfield must have been
either when Bertie was doing his race commentary from Ramsey or shortly
afterwards. I had been invited there with a friend from the B.B.C. after a Senior
Race prize presentation.It was an interesting evening spent with Bertie in his
hospitable and spacious study. His Manx Grand Prix replicas and other trophies
were prominently displayed, plus several M.G.P. photographs and one or two
others from his annual ski-ing trips. However we were surprised to see his
immaculate 1924 Sunbeam motorcycle there but were assured it was only
temporarily on display. Each and every item in the room had a story - I was
captivated. This was to be the first of several visits to Knottfield usually during
T.T. or M.G.P. Looking back it encapsulated a piece of local T.T. history.
I was privileged a few years later to travel around the T.T. course with Bertie in
his vintage Bentley. It was a lovely car. I think it had previously belonged to his
father. With his profound knowledge of the course it was quite a memorable trip
-with only a couple of stops, at the Sulby Glen and the Creg ny Baa for liquid
refreshment! - it was very enjoyable.
Previous to that I had cycled the T.T. course with my younger sister. We set off
on the 37¾ mile journey on a delightful summer evening shortly after the T.T.
Bertie Rowell and his adoring fans
It was a pleasant ride but arduous in places. We were both thankful to eventually
reach the Bungalow Hotel where we had a welcome rest and a refreshing very
well earned drink. Arriving back home, it was an ambition fulfilled - but we
decided we would do it an easier way next time!
Bertie and Harold Rowell were known amusingly to many of their colleagues as
"Chains and Sprockets". It may have been applicable to Harold - though slightly
unfair to Bertie, he had many facets to his character. After Cambridge where he'd
gained an M.A. he took up flying for a hobby and obtained his pilots certificate.
He was also a competent skier. The Second World War intervened and he
served as a Captain in the R.A.O.C. On returning home he continued running the
family business. This left, time for his abiding interest in the M.G.P. and T.T. He
was also a committee member of the Manx Motor Cycle Club and eventually a
vice-president.
After the death of his mother, Bertie continued living at Knottfield on his own apart from domestic staff and a gardener. This bachelor life suited him fine till
the onset of illness which developed gradually over the years. Finally he moved
to a residential home in the south of the Island four years before his death on the
1st September 1974 aged 66 years.
I liked Bertie a lot - I expect he is one of the few T.T. characters I've really
missed - a very likeable person who got on well with everyone. He left an
indelible impression.
Dorothy Greenwood
FoTTo finder Bikesport Photo Archives
We have thousands of photographs
within our collections...
TT - 1907 to date
Manx Grand Prix - 1923 to date
Southern 100 -1955 to date
Andreas Racing - 1969 to date
Fotofinder Bikesport Archives,
Lossan y Twoaie, Glen Road, Laxey, IM4 7AN
Ulster Grand Prix - 1949 - 1959
Tel: 01624 862238
email amulree@mcb.net
British UK short circuit - 1949 - 1959
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Offering a wide range of
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East Foxdale, Isle of Man, IM3 4HL
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