available - VMCC - Isle of Man

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Paradise & Gell has been located on Michael Street in Peel since 1974.
Here you will find a wide range of furnishings to enhance any living
space. Whether you are looking for something contemporary or a more
traditional piece, then look no further than Paradise & Gell.
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Contents
Page 2 Secretary's Notes
Page 3 Job's Jottings
Page 4 Yellowbelly Notes - On a Wing and a Prayer
Page 8 The Vincent is Dead ! - Long live the Vincent Pt 2
Page 14 Rare Moto Guzzi find
Page 17 Fergus Anderson - Rider Profile No 18
Page 18 The TT Mountain Challenge - 2011
Page 22 Indian Chief In Full Colour
Page 24 VMCC IOM - Scarborough Run
Page 26 Trials Results
Page 28 The Des Evans SAAB Special
Page 33 Sons of Thunder Pt 6 – Conclusion
Page 38 Book Review – Stanley Woods
Editor: Harley Richards Sub Editor: Job Grimshaw
Cover Picture:- Retiring editor Job enjoyed touring in Cyprus on this, a
chunky Suzuki Intruder. “The motor was smooth and torquey and she
started on the button every time. Cornering was much better than anticipated,
but required an early turn in compared to British bikes. The front brake was
smooth and powerful, while the softish suspension worked well on the rough
tracks. I was sorry to leave it behind at the end of our hols.”
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Secretary’s Notes
Hi Everyone,
Another year almost over, and what a successful year for our Section. Regrettably
the recent Sunday ride out on October 28th saw only eight machines sign up
at the Mitre Pub, Kirk Michael. The weather can only be described as appalling
from the start, with considerable flooding on the Jurby to Bride road to drive
through. Not a nice ride but thanks to Brian Ward for organising it and thanks
to those brave eight souls who turned out on their bikes.
As Secretary of the Club I feel that my role covers not only motorcycling but
other events that could have an adverse effect on our members, especially where
it hurts most “in the pocket”. I refer to the wind farm proposals in the Irish Sea.
The Company behind the proposed development is Celtic Array, which is a joint
venture between Centrica and Dong Energy. Three areas are being considered,
but the one that would massively impact on our nation is called the Rhiannon
wind farm close to the Walney Extension wind farm already under construction.
The impact on our ferry services should the proposed Rhiannon site be developed
would be unacceptable resulting in higher fares for both passengers and
freight, longer journey times and fewer ferry crossings. The only way to avoid
this would be to create a 5 mile wide corridor through the Rhiannon site, making
it totally unviable. There are other options however the developers are not keen
on these. I do urge you to go to the consultation meetings, contact your MHK’s
and even to join the group “Travel Watch” who are reporting back, in open
meetings, on the situation. Dong Energy want to appear as the good guys but
their brief is to develop , not to be concerned about the effect it will have on our
lives and the future development of tourism on our Island. Phone the Steam
Packet and get Issue 12 Autumn 2012 News and timetable to find out more
about the proposals.
The 2013 events, particularly the T.T. and M.G.P. Rallies and the Festival of
Jurby are well ahead planning wise. Entry forms should be available on the
Section web site www.vmcciom.org by the end of December/early January.
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Continued next page

As most will know by now, Harley Richards is taking over as editor of this
publication in time for the next print at the beginning of March. Harley is
already well involved with Vintage Mann and has in fact edited this edition with
myself as a minor contributor. I know that club members will give him full
support, as you have myself over the last seven years.
He has been a professional journalist in the past, and will bring his own style
and technique to the job. I will continue to write articles for the mag, and hope
that more club members will have a crack at doing so. To put a different angle
on a well known quote “ There is one article in everybody!” Think about it.
I would like to give my heartfelt thanks to all who have written articles for and
advertised in ‘Vintage Mann’ during my time as editor. Some writers have
contributed regularly for years and still keep coming back for more. Long may
they continue. As I have always said, no adverts, no free magazine. Firms like
Phinik, Signmann and Azzy Paints to mention but a few, have given sterling
support which made the expansion of the mag and improvements such as colour
cover and centre pages, possible. Last but by no means least, many thanks to
Dave at Peel Copy Centre for his extreme patience, he has always gone that
extra yard.
I have enjoyed my time as Editor of ‘Vintage Mann’. I have made many friends
and learned such a lot. Now its time for a new broom to sweep clean.
Don’t forget the Club Annual Dinner and Prize Presentation January 19 th 2013
at the Masonic Hall, Douglas. Tickets are available £15 per person from myself,
Richard or Rupert. The event is heavily subsidised by your Club funds and
offers top class catering, so please support it.
The events list for 2013 will be with you in the next few weeks and will include
not only Road Runs but also Club Nights and Trials dates, please support your
Club by attending all that you can and if you have any suggestions for forthcoming
Club nights please email me tonyeast@manx.net
Have a great Christmas and Happy New Year.
Tony
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Job Grimshaw

YELLOWBELLY NOTES
On a Wing and a Prayer
Hats off to everyone involved in this year’s MGP Festival at Jurby, and
the other Vintage Club activities; it was all most enjoyable. For my part,
it was the debut of a special bike, made in Lincolnshire and ridden by a
“Yellowbelly” racer, which added interest to an already top class event.
My neighbour, Owen George competed in seven Manx Grand Prix between
1986 and 1991 but the records show that his races began in 1987. That is
because in his newcomer year he made use of the helicopter during practice
and was unable to race because of injury. Undaunted, he returned the
following year to begin his MGP career in earnest.
Pic 1
Page 4
Pic 1

Pic. 1 shows Owen at Quarterbridge in 1989 on his Yamaha FZR1000. An
engineer by profession, his workshop at home is a gathering place for
“Yellowbelly” racers, past and present. “Owen can you mend this - it
dropped off on the last lap? “, being a stock request. In the corner of this
garage bubbles a never ending pot of undrinkable coffee. As I’m sure you
can imagine, there is a lot of not very serious conversation.
Some years ago I mentioned that I had seen a Honda Gold Wing racer and
thought it might have something to do with Dresda. When the laughter died
down Owen simply uttered “Hmmm?” and said no more. A couple of
months later I visited Bill Snelling’s excellent exhibition at the Woollen Mill
in Laxey and there it was - proof of the Gold Wing racer. A phone call to
Owen brought him over from Peel where he was staying. This time he
offered an even longer “Hmmm?” A man of few words is Owen, but nothing
daunts him, and so began the endurance racer project.
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All sorts of parts were hand made with a precision that Mr Honda himself
would have been proud of. Finally, after many months work, it was wheeled
out to be fired up.
The noise was deafening and the members of the 2 o’clock Club declared it
“a cracking job”. Its debut was to be at the Festival of 1000 Bikes at Mallory
Park. When it fired up in the paddock, folks queuing for Kevin Schwanz’s
autograph all wandered over, leaving the GP star temporarily on his own.
However, waiting in the pit lane, the head gasket let go and, in a cloud of
white smoke, it was wheeled away. The extra compression had taken its toll.
No worries, it was soon fixed and its next scheduled outing would be at the
MGP Riders Association demo laps at Jurby.
When I unloaded the bike from my van early on Sunday morning lots of
people admired it and there were even one or two who remembered the
Dresda. The ultimate compliment however, came from Hugh Evans, now a
resident of your lovely island, who said it was a credit to Owen. From
someone who was involved with the “real thing” that was praise indeed.
Out on the track the Wing performed faultlessly and ground clearance did
not emerge as a major problem – Pic 3.
Pic 3. (Dave Kneen)
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Standing behind some of the many spectators I heard someone say “Yes it
is, I told you, it is a Gold Wing!”
On Friday it was the VMCC Rally Parade lap and I was fortunate enough to
be a guest of one of the participants, Neil Costa. Neil is a Manx resident and
arch enthusiast who together with John South began TS-2C Racing.
Pic 4 (One Vision imaging)
He was riding his own 2C Benelli. Waiting in the road, outside the Nobles
Park police station, while the weather deteriorated was nerve- wracking. A
short delay seemed like an age. The worry that the event might be cancelled
started to loom into my mind. Neil remained cool, and said that at least the
weather would be bad all the way round if we waited long enough! Suddenly
we were out on the start line and the little Benelli fires off. Head down, and
away goes No.77.
Back to the Hailwood Centre as the weather closed in and a gloomy, wet,
mist descended as the first batch of riders returned. After a few minutes I
could hear the two-stroke on the pipe (the engine likes wet air) and in rolled
Neil. Back at home in Lincolnshire, a search of the internet found this
evocative image (Pic 4).
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Pic 4 (One Vision imaging)
Pat Sproston: Louth , Lincolnshire

The Vincent is dead!
No sooner did I get the bike back upright again than I found myself
approaching, in fact hurtling up to, Becketts. This is an acute hairpin
bend that takes you back towards the pits. It leads onto the second part
of the triangle that comprises the Silverstone circuit and includes the
1000 yard straight leading up to Woodcote Corner, which is just in front
of the start/finish line. Gently round Becketts, I pointed the bike down
the straight to see just what it would do. I was impressed; we went down
there like a good 998 should.
Then, just getting into top, I noticed this lever …
The ignition lever - which manually controls the advance and retard setting.
These are extinct on modern twins, but there is a lot to be said for them I feel.
Having set the timing approximately you can then achieve the optimum
setting when the bike is running flat out by adjusting the "feel" of the motor
as you juggle the lever. There's really no mistake about it feeling quite right
when you do move it to the best spot.
Roger Slater had said to set it as soon as I was moving. You retard it,
naturally, for starting and me not being familiar with such devices, or rather
having forgotten all about it, hadn’t moved it since. So I moved it and - Pow!
it was just like another gear and then we were really flying. Now when the
throttle was banged open, I noticed that the dual seat lacked a hump as I slid
backwards under the acceleration.
Braking for Woodcote Corner is a fair test for any brakes as I came down
from 5,500 rpm, which must be somewhere around 120mph, to just 50mph.
The front anchor is a similar unit to that used on the 500 Ducati previously
tested and, while it is more than sufficient for that job, it did not shirk this
task even with an extra l00lb or so to haul up. Waiting until the 200 yard sign
board and just grabbing the lot, retardation was sure and unfading. In fact,
when braking for the hairpin, with the bike slowed to 20 or 30mph, I could
hear the front tyre squealing loudly.
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The chief memory of the machine was the sheer effortlessness of the performance.
I never had a feeling of buzzing the motor for results. I seemed to
be doing not much more than feeling the bike out in practice, assessing and
deciding just what I'd be able to try when the exercise started in anger.
Putting the bike down hard for Maggots Curve, while accelerating flat in top,
reduced the ripples to no more than a feeling of bumps, and they did not
upset the chosen line.
Practice had seemed a pretty leisurely affair, though it was timed, and so
would provide an interesting pointer as to whether I'd be able to circulate as
quickly as I could on a more familiar Triumph. The bike had seemed easy
enough to ride and once I’d got used to the tremendous torque, compared
with a vertical twin, I stopped banging the throttle wide open when coming
out of a corner but just fed it in. It was going to be a lot of fun in the race.
My lasting impression of the Shadow 70 was flying past a crowd of backmarkers
down the straight, sitting up, with the engine doing little more than
a fast tickover, while they were lying on the tank and chasing every last rev.
So what were the lap times? I made the fastest time, incredible as it seemed,
of 71 seconds with an average speed of 81.53mph. This broke my previous
best, which I’d made when scratching like the clappers and winning a race.
Page 9

Surely, I had to be capable of knocking a couple of seconds off that in the
race: when giving the motor real stick, using the full 6,000 revs and properly
laying her down. We'd see.
Taking pole position on the grid, as earned by the practice time, I faced the
flag and prepared to heave probably the heaviest, and certainly the fastest,
machine in the race off the line. Down went the flag, patter patter went 45
pairs of racing boots on the tarmac and one or two engines burst into life. For
me it seemed a good idea to really get up some speed before dropping the
clutch, as there were a couple of 500cc pistons to get churning round.
So I did, it fired first time, and the bike sat down on the rear wheel as I
whipped the ignition lever open, climbed aboard and buried my nose on the
tank chinpad. That was not a good idea, on reflection, as it was the last time
I had a good view of anything for the next ten laps. You see, the oil tank filler
was up the front of the fuel tank and one's nose is about two inches from it
when really getting down to it. With my nose on the tank and running the
motor up to 6,000 in pursuit of the quicker-starting bikes, oil squirted up
round the cap and covered my face, more particularly my Octopus goggles.
Page 10

Instinctively, I wiped them and instantly regretted it as everything went
brown and blurred. Pulling goggles down is something I don't do, because at
anything above two miles per hour my eyes water like mad and I definitely
can't see. So it had to be a case of soldier on. Anyway, on such a simple
circuit it couldn't be that bad, so I thought.
A brief squirt in first and second while weaving through the field, and I'd
caught all the opposition except a Mr Malcolm White on his 750 ED
Domiracer. Although the track was almost clear, my vision was rapidly
deteriorating as the wind blew the oil into pretty patterns in front of my eyes.
To follow Malcolm, I decided to aim for the next corner, where I knew there
was a braking marker board, keep going until it came up, then slap on the
anchors and get set to peel off. On a more tortuous circuit I'd have lost so
much time as to be non-competitive, but at Silverstone it would do. Malcolm
had plenty of speed in his 750 racer but not, apparently, the brakes, as that's
how I got in front a couple of times. Not being able to see the rev-counter I
doubt that I gave the motor its full quota of revs, just for safety's sake. The
only trouble with these racer tests, at least when you are in trouble, is that
you must still put in a reasonable performance, but without doing any
damage. That would not make a very good story, would it?
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Anyway, I thought I could follow him for nine laps, and probably give the
motor a lot more stick on the last lap as a final effort. I had visions of not
really getting the best possible results out of this racer test, and then the
Domiracer disappeared on lap two. This made life about 200 per cent easier,
as now I could grope my way round without distractions and maybe stay on
the track. However, that little defective cork washer under the filler cap was
not the sole the cause of my problems. Things had been manageable until the
tank breather itself got trapped between the petrol tank and the frame tube,
and then let the oil by under the built-up pressure. It let more out en route to
the flag and made what would have been an uneventful ride most eventful. I
got covered in lubrication.
So I never did put in a quick lap, in spite of winning. Roger remarked that
the bike was going past the pits sounding as though it was doing about 4,500
and he was probably right. I couldn't see the rev counter, I was too busy
peering through the mist for the next marker board. Minor problems aside, it
really is an impressive bike. The motor has the punch that I know from
experience gives it the edge over a very quick Bonneville. Its brakes are quite
a match for the performance and the road-holding conferred by the Egli-
Vincent design frame put it on par with the best in vertical twins.
The modifications, compared with the old Vincent, had produced a machine
capable of taking its place with the bikes of the '70s. The Shadow 70 was a
fitting name for a bike more equal than most - if you see what I mean.
Ray Knight - from notes made some 40 years ago.
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WHILE WE’RE TALKING ABOUT VINCENTS….
Steve at Conway Motors sold this chassis to a customer a few months ago
and was told it was made by Cheney. He then read there was a tie up between
Cheney, Slater and Fritz Egli.
However, Simon Cheney says they never made an Egli frame so it's all a bit
of a mystery. The customer is trying to trace its history and if you have any
information on the frame, Steve (01732 842657) would like to hear from you.
Page 13

RARE MOTO GUZZI FIND
UK businessman uncovers a
rare cache of Moto Guzzi
Military Motorcycles
Page 14
During a routine visit of a military
base in Macedonia the motorcycles
were discovered in a
room hidden from public view.
It is believed some of them may
have been there for 30 to 40
years. They are all ex-Yugoslavian
Army.
Initially, the German Government
claimed ownership and the
bikes were all transported to
Germany. However, our man
was not going to give up and
long negotiations ensued. Eventually,
an agreement was
reached and the bikes were repatriated
to the UK. They are
now safely in the warehousing
of Southport Motorcycles, who
are re-commissioning them in
small batches. The bikes will be
UK registered on age-related number plates, with dating certificates, MOT
and tax (although all the Falcones qualify for Historic Free Tax).
The bikes are in good condition and, with re-commissioning now under way,
the first batch of bikes is ready for sale. The intention has been to keep the
bikes as found, just dealing with the mechanics and getting them to MOT
standard. This is because most interest has been from collectors who want to
add their own touch to the bikes. Some want to leave them as Police/ military
bikes, whilst others want to put them back into civilian trim, or turn them

into Cafe Racers. There has been some interest from people wanting to turn
them in to Classic Race Machines.
The find consists of:
4 x Moto Guzzi V35: 350cc twins circa 1980 to 1983, which will be sold at
around £1,800 each
2 x Moto Guzzi V35 in Military Police trim: 350cc twins circa 1981 at
around £2,000 each
14 x Moto Guzzi Nuovo Falcone: 500cc singles circa 1970 to 1972 at around
£3,800 each
To reserve a bike, a £500 deposit is required. The motorcycles are being
offered for sale via Manx Direct and available to view at their showrooms in
Southport, United Kingdom. Please contact them direct for further details.
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Cars, motorcycles, scooters, ATVs, Quads, utility vehicles, trailers/
accessories, clothing, helmets, boots, goggles, Military surplus, camping
equipment and Rustbuster.
115 Eastbank St, Southport, PR8 1DQ
Local: 01704 500029
National: 0844 740 2036
International: 0044 (0)1704 500029
Website: www.manxdirect.com Email: sales@manxdirect.com
Page 16

Fergus Anderson - Rider Profile No. 18
Page 17
Fergus Anderson was
born in Wellington,
England, on 9th February
1909.
He won the 350 cc
World Championship
Title in 1953 and
1954, plus 12 Grand
Prix victories, 1951 to
1954.
1951 Swiss G.P. Berne - 500 Moto Guzzi
1952 I.O.M. T.T. Lightweight - 250 Moto Guzzi
1952 Swiss G.P. Berne - 250 Moto Guzzi
1952 Belgian GP Spa - 350 Moto Guzzi
1953 I.O.M. T.T. Lightweight - 250 Moto Guzzi
1953 Swiss G.P. Berne - 350 Moto Guzzi
1953 French GP Rouen - 500 Moto Guzzi,
1953 Spanish GP Montjuich - 500 Moto Guzzi
1954 Swiss G.P. Berne - 350 Moto Guzzi
1954 Dutch GP Assen - 350 Moto Guzzi,
1954 Italian GP Monza - 350 Moto Guzzi,
1954 Spanish GP Montjuich - 350 Moto Guzzi
Though a regular pre-war continental rider on Velocettes, Fergus, a tall
good looking man, was the first post-war British rider to compete successfully
on the continent.
His untimely death at Floreffe, Belgium, whilst riding a factory BMW, was
a shock to his many friends.
Fergus Anderson died 6 th May 1956, aged 47 years.
Dorothy Greenwood

The TT Mountain Challenge - 2011
A celebration of 100 years of the Mountain Course
We had fine weather for this once in a lifetime ride, to mark the 100 th year
of the Mountain Circuit. A great display of old motorcycles (and sometimes
even older riders!) was lined up in pit lane after their ride. If I was lucky I
would come across the rider alongside his motorcycle, take photos and have
a chat about the bike. Quite a few riders had ridden in period clothes, which
was a nice touch to the event.
The VMCC Isle of Man section put on a good show of riders and machines,
dressed for the occasion. Wayne Barry and Margaret Davies on their 1937
BSA M20 500cc sidevalve sidecar outfit. (Pic 1) No. 84 Rupert Murden on
his Velo'. (Pic 4) No. 40 Nick Magnay on an Excelsior Manx Mara 1936
model. (Pic 3) Will Gallieres who lives in Shrewsbury had done the ride on
his 1933 Model 30 Inter Norton, which he had owned for 5 years. Ken
Blackburn was on a Velo' too. (Pic 2) He thoroughly enjoyed his ride after a
bit of a layoff with an eye injury, well done Ken.
A rare motorcycle, a JAP engined HRD, was brought over by Mr. James
Bridge-Butler and ridden by his son Nick. James informed me that he bought
the bike, a 1930 model, in 1982. It had been a shed find and a bit rough, but
almost complete. He said that when restoring the bike they found that no
paint would take to the frame. Whilst tracing the history of the bike he
discovered it had been raced at Brooklands and the Hutch 100 in its day. It
was then sold on to a chap in Ireland who raced it on the sand. That's when
they realized that the frame had been impregnated with salt. Using the
relevant methods to clean off the salt, the paint then took perfectly.
Nick said he had no trouble from the bike on the lap. Both he and his dad had
a great day, being very impressed with the welcoming and smooth running
of the event, with particular thanks going to Richard Birch, and David and
Joyce Plant of the VMCC Isle of Man Section.
Page 18
Word & Pics John Dalton

Pic 1
Page 19
Pic 2
Pic 3 Pic 4

Page 20

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Indian Chief in full color!
Just finished assembly of my 1946 Indian Chief which has spent the last
4 years in bare metal.
It took me a long time to visualize the color combination I wanted but finally
decided on original Indian colors of jade green and yellow cream. Putting it
together was a challenge as there is only one way to disassemble and
assemble these Indians, and if you miss a step you get to start all over again.
It’s also nerve racking since there is so little room for error with those fat
fenders and the close fitting frame. I had to cover all the contact points with
masking tape and brown paper to protect them from scratching. After two
days of careful fitting this is the result......pretty nice. If you’re ever up this
way in the Pacific NW, you’ll have something to ride! (Form an orderly
queue now! Ed.)
(By email from Chris Vock)
Page 22
John A of the US

December 13th Club Night. Knock Froy Santon. Bring
and Buy Sale 8.00pm
December 16th Trial. Knock Froy Santon. Pie and cake.
Start 1.30pm.
December 30th Christmas Hangover Road Run. Tynwald Inn,
St Johns 11.30 for 12.00pm start.
Organisers Anne & Rupert Murden.
January 19th 2013 Annual Dinner and Prize Presentation
Masonic Hall, Douglas. 7.00 for 7.30pm
To check on the venue for the finish of each Road Run please check
our website - www.vmcciom.org - or phone Tony East on 878242.
This is to avoid any confusion following last minute changes.
A hearty welcome to these three new members:-
Malcolm W Meddings – Kella Sheear, Sulby IM7 2HG
Gordon Garrett – Grenaby Farm, Grenaby Rd, Dog Mills,
Ramsey IM7 4AN
Michael Gooderham - Cooil Aalin, 17 Cannan Avenue,
Kirk Michael IM6 1 HF
Page 23

VMCC IOM SCARBOROUGH RUN
21-26 JUNE 2013 Events Committee
We are looking to hold our annual ride this year in the Scarborough area,
giving unrivalled easy access to the stunning riding territory which is the
North Yorkshire Moors.This coincides with, but is quite separate from, the
VMCC Scarborough week, run by the East Yorkshire Centre. Members are
welcome to make their own arrangements to join in that event if they wish
to. Our own Rally will not be restricted to VMCC eligible machines and
rides can be graded to suit older machines.
We shall be based at the Old Station House in Cloughton, which from the
1880’s till 1958 was a British Railways Station. Over the past 20 years this
has been developed by the current proprietors into an upmarket, self contained,
self-catering/ B&B accommodation. We shall be taking over almost
the whole premises for 4 nights for our members.
Our provisional booking is for 12 persons for 4 nights. A special rate for our
party of £32 per head per night B&B has been agreed. We shall stop for an
additional night on the way back to Heysham around the Hawes area in the
scenic Yorkshire Dales. This has not yet been booked or a price agreed but
we can expect it to be in the region of £35-45 per head for B&B.
Page 24
CLOUGHTON STATION
Barbara the proprietor says:
The Station House is a converted
Victorian railway station
in the village of
Cloughton on the former
Scarborough to Whitby railway
line. Set in half an acre
of beautiful gardens, this
country station has been extensively
renovated and now offers accommodation in the form of en-suite
bed and breakfast rooms as well as self-catering in 'OSCAR', our 4-star
luxury railway coach or in the newly-renovated Goods Shed.

The Station House Tea Room is open from 10.30am until 5.00pm, Saturday
to Wednesday, where we will be happy to serve you with delicious home
made food. The Station House is an ideal base for exploring the dramatic
North Yorkshire coastline and the stunning 'Heartbeat' countryside of the
North Yorkshire Moors as well as the historic seaside town of Scarborough.
The village of Cloughton is five miles north of Scarborough, along the A171
towards Whitby, Station Lane being the first road on your right as you enter
Cloughton, travelling North. There is a bus service 200 yards away serving
Scarborough and Whitby, and local pubs are a 10 minute walk away.
All are well advised to look at their web-site
http://www.cloughtonstation.co.uk
The proprietors, Steve & Barbara Hargreaves, are long-term friends of Steve
Leonard who will be assisting by arranging a full series of outstanding
rides-out, including spooky Whitby, ancient Robin Hood's Bay, Oliver's
Mount race track, steam trains in Heartbeat country, the famous 1 in 3
Rosedale Chimney, and moorland crossings around Hutton-le-Hole, Helmsley
and Pickering.
For further info e-mail steve.leonard@manx.net , or cut out the form below
and return to Roger Halliwell, 1 Majestic Drive, Onchan IM3 2JQ
VMCC IOM SCARBOROUGH RUN 21-26 JUNE 2013
I wish to book a place on this event
I enclose holding deposit of £10.00 cheque payable to VMCC IOM Events.
Name………………………………………………………….….…….…..
e-mail………………………………………………………
Likely to bring van? yes/no
Page 25

Trials Results
Page 26

Page 27

Dyed in the wool motorcyclist and Manx resident Des Evans has many
strings to his bow. He raced for eighteen years, was a Travelling Marshal
for thirty-two and was a start line official for ten years. He has been a
director of the Manx Motorcycle Club for the last fourteen years. Busy
man! But that is not the whole story........…
Des on the SAAB Special, then sporting tele. forks, at the Jurby Racing Circuit
His day job before retirement in 2008 was as a motor engineer in Derby Rd
Douglas, with his own garage. With his engineering knowledge and all the
right equipment on hand it was a natural thing for him to have a crack at
building his own specials.
It started with an idea that germinated in 1973/4. Why not put a two-stroke
850cc SAAB car engine in a bike? A preliminary look at the project - size of
engine - suitable frame etc, showed it was possible, but not a job for the faint
hearted!
Page 28

“You know Des, you made a lovely job of these forks”
Des decided to build a prototype to test. He chose a Norton Dominator
frame, which he modified by spreading the front down tubes to allow a better
position for the engine. He built his own leading link front forks using T45
tubing (easier to use than 531 which crazes if it gets too hot) and incorporated
a Maxton Disc brake. Rear braking was taken care of by a Triumph disc
with Lockheed calipers and master cylinder. A manifold was made using
Yamaha TZ reed valves and the barrels were modified by adding a fifth port
as on the TZ. Three Mk 2 Amal carbs with powerjet were fitted. A massive
toothed belt from Uniroyal, who made the toothed pulleys as well, drove the
Norton AMC type gearbox. The fuel tank was Norton but the high torque
soon shredded the spokes on the rear wheel, so Des fitted Campanoli cast
alloy wheels, a much better bet.
During further tests at Jurby, Des found that the carbs needed setting and the
ignition points bounced at high revs. So a change was made to electronic
ignition. Des was not happy with the exhaust set up either. He contacted the
Saab agent at Ballaugh Garage, Dennis Taggart, who in turn contacted Saab.
Page 29

Go! Go! Go! ….. At the start of the Hillberry to Kate's Cottage Hill Climb.
“Can you smell something burning?” Warming up at Jurby
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Page 31
They were very
supportive, sending
technical details
of the racing
port timing, suitable
chambers,
and a race crankshaft!
With all
this kit fitted the
engine ran to
9,000 rpm A
problem with
overheating was
cured by fitting a
second radiator
on a frame extension
in front of
the forks.
The bike was
raced at Jurby in
75/76 where it
went well, with
good handling
and braking, Unfortunately
a
patch of gravel at
the end of the
“Oh Bugger - if only I had remembered to put the oil in!!”
straight brought
Des down in 75,
and he lost it again in 76 when a hydraulic pipe fractured, lubricating the
tyres. He rode the bike for a number of years in the Hillberry to Kate's
Cottage Hill Climb and the Ramsey Sprint.
He intends to restore this amazing machine this winter and run it in the
Parade at the 2013 Jurby Festival. I for one just can't wait to see it perform
and hear the exhaust note!
Job Grimshaw

One ofthe notable aspects from the annals of production racing back in
the late 60s/70s was sFritz Egli’s spine frame accommodated several
motors and found wi
To be continued …... Ray Knight
Page 32

Sons of Thunder
Pt 6 - The Superior motorcycles of Aircraftman Shaw
My Brough still goes like unholy smoke ,when I turn it's taps on. But I
have a feeling it will have to go soon.…
1939 Brough Superior SS
Lawrence had become friendly with Mr and Mrs Blanchard, the proprietors
of the Ozone Hotel, where he was virtually the only winter resident. The
Blanchard’s son, Reg, was a motorcycle enthusiast, and it was he who lent
Lawrence the typewriter he often used for his letters. According to local
Page 33

legend T.E. once rode Boanerges at 90mph along the Promenade to prove
some point to Reg.
In 1938 the Blanchards sold the hotel to the Royal Yorkshire Yacht Club,
who had it appropriately re-styled on a boat theme, and whose property it
remains today – the tower room where Lawrence lived can still be seen. His
letter written from there to Mrs Shaw on the last day of December 1934 says
much about how seriously Lawrence took his motorcycling.
“…last Friday night …… it was pouring with rain as I left London and rode
up the Great North Road. At the crest of that rise towards Welwyn I had to
pull my front forks back into the main road, they had turned off towards
Ayot …… Had I called at Ayot that night and found you both there, no
power but yourselves would have set me again into the night and the rain
northward and I felt that you might press me to stop. Such a dog’s night, it
was. Instead the Brough purred smoothly, to Royston and Biggleswade and
Stamford and Grantham and Bawtry and Goole and Bridlington. Even the
rain ceased after a while, and I got in warm and dry. Today I have cleaned
the good servant till it shines again …… It has been stored at Clouds Hill
until I felt it almost shared my unhappiness in our separation ……”
An odd note creeps in later, after he cautions GBS, who had been ill, to take
things easy. “… Better, I suppose, to break than rust away; but how I hate
both choices …”
Writing to Robert Graves in February, Lawrence reflects “…Long ago I
found out what income I needed for retirement and set it aside, invested. The
rest – what I had and what I made – I spent on friends and books and pictures
and motor-bikes …”
On the 26th of that month Lawrence, no longer an airman, left Bridlington
not on Boanerges but on his bicycle. He knew that journalists were encamped
at Clouds Hill, and took a long leisurely way home to avoid them.
However, they were still there when he finally arrived. Exasperated, Lawrence
blacked the eye of an especially persistent photographer. He wrote to
Winston Churchill asking for help – Churchill spoke to Edmond
Harmsworth, chairman of the Newspaper Proprietors Association, and the
pressmen backed off. Churchill, despite his famous comment about Lawrence
“hiding his light in a napkin when the Empire needed its best”,
Page 34

emained a staunch admirer, and invited him to lunch at Chartwell the next
Sunday. Lawrence arrived on his bicycle. It would be their last meeting.
Lawrence was no longer involved with his motor boats, but he was delighted
to hear in April that Admiral Henderson, the Navy Controller, had ordered
hard-chine launches of the type Lawrence had helped develop for all capital
ships. He records a little sadly “…I have great development plans, which I
have left to my successors – and there is no successor yet. Our latest boat
does 48 mph. ‘Our’ I say: poor fool. It’s all over …”
Also in April Lawrence wrote to George Brough “… I’ve only ridden the
ancient-of-days twice this year. It goes like a shell, and seems as good as
new … The old bike goes so well, I do not greatly long for its successor. If
only I had not given up my stainless steel tank and pannier bags [he was
having these items transferred to the new Brough George was building for
him] and seen that rolling stand … But for these gadgets my old ‘un would
still be the best bike in the S. of England …”
Clouds Hill is owned by the National Trust and open to the public
Page 35

Writing to the artist Eric Kennington [who would sculpt his memorial] in the
first week of May Lawrence remarked “… All over bonfires, the beautiful
Dorset, tonight. Twenty-six, I think, so far, from my window …”. The
bonfires were to celebrate the Silver Jubilee of King George V.
A week later, on May 13th, Lawrence had a letter from Henry Williamson,
who wanted to make his long-delayed visit to Clouds Hill. Lawrence
jumped on Boanerges, rode down to Bovington post-office and sent Williamson
a telegram “… Lunch Tuesday wet fine cottage one mile North
Bovington Camp SHAW …” On the way back he came across two messenger
boys on bicycles fooling about in a dip in the road. Lawrence tried to
avoid them but clipped the wheel of one of the bikes. He lost control,
crashed, and was thrown over the handlebars.
Like most motorcyclists of the 1930s, Lawrence never wore a helmet – he
suffered severe head injuries. His extraordinary constitution kept him alive,
but in a coma, for six days. He died without ever recovering conciousness
in the Camp Hospital at Bovington.
A roadside stone marks the scene of the fatal crash
velopment of other models for civilian riders.
Page 36
His death, curiously, indirectly
benefited future
generations of motorcyclists.
Hugh Cairns, the
distinguished neurosurgeon,
[later knighted]
had been one of those
called in to treat Lawrence.
Cairns was a great
admirer of Lawrence and
deeply affected by his
death. As a result he
began lengthy research
into the head injuries suffered
by motorcyclists.
Later he devised the first
crash helmet for military
motorcycling use, and
this in turn led to the de

Of all Lawrence’s letters, there can be none better to conclude with than that
he wrote to his sometime biographers Robert Graves and Liddell Hart, for it
expresses his whole philosophy of motorcycling
“Put in a good word for Boanerges, my Brough bike. I had five of them
in four years, and rode 100,000 miles on them … The greatest pleasure
of my recent life has been speed on the road. The bike would do 100mph
but I’m not a racing man. It was my satisfaction to purr along gently
between 60-70mph and drink in the air and the general view. I lose
detail at even moderate speeds, but gain comprehension. When I used
to cross Salisbury Plan at 50 or so, I’d feel the earth moulding herself
under me. It was me piling up this hill, hollowing this valley, stretching
out this level place: almost the earth would come alive, heaving and
tossing on each side like a sea. That’s a thing the slow coach will never
feel. It is the reward of Speed …”
Kennington’s sculpture of Lawrence depicting Lawrence recumbent in Arab
dress (there is also a bust by him in St Paul’s), can be seen in the Church of
St Martin in Wareham.
Allan Jermieson Hawick, Scotland.
Page 37

BOOK REVIEW
By Jonathan Hill
Page 38

Here is a book which someone had to write, as a richly deserved tribute to one
who made a remarkable contribution to motorcycle sport between the wars. In the
days when the word “superstar” was virtually unknown, here was a sportsman
who could justify that description, especially for his performances in the Isle of
Man. Between 1923 and 1939 he entered in 37 TTs, won ten, retired while leading
three more and was beaten in three more by a total of 48 seconds. He retired 16
times, never finished lower than sixth and posted 11 fastest laps. He also had an
impressive continental Grand Prix record as well as being a great all-rounder.
Stanley Woods was born in 1903 on the south side of Dublin and by the age of 13
he had learnt to ride an older friend’s 5/6hp Indian. In 1920, after joining his father
as a travelling salesman, Woods Senior was persuaded to buy a Harley Davidson
outfit for business use, which Stanley promptly used at weekends in trials
and hill climbs, and for his first-ever road race. After witnessing the 1921 Senior
TT, the seeds were sown for his racing ambition and he, somehow, persuaded
Cotton to loan him a machine for the 1922 Junior TT in which he finished fourth.
The following year, also Cotton-mounted, saw him win the first of his 10 TT victories.
Stanley joined Norton in 1926, winning the Senior TT and the Junior-Senior
double in 1932. The 1935 Senior TT saw him mounted on his favourite
machine, the works v-twin Moto Guzzi in what was arguably his finest race. As
the last lap started, Guthrie was holding a 26 second lead over Stanley. When
Guthrie crossed the line, Norton thought it was all over bar the shouting; surely
there was no way Stanley could pull that gap back? However, Stanley had shown
what a superstar was capable of, setting a new lap record to win by 4 seconds. It is
difficult to do justice to this excellent historically-important book, containing
many of Stanley’s personal records and photographs, and whose author was a personal
friend. Highly recommended.
Author: David Crawford
Foreword by Sammy Miller MBE
Published by David Crawford, 9 Woodland Gardens, Lambeg,
Lisburn BT27 4PL Northern Ireland, U.K.
Tel.: (+44) 028 9266 0057 E-mail: lario@btinternet.com
Also available from Lexicon Books, Strand Street, Douglas, I.o.M.
Hard back, 220 x 275mm (portrait); 200 pages with 420 photographs and illustrations.
ISBN 978-0-957034-10-5
Limited edition of 1,000 copies. All profits to be donated to the Northern
Ireland Hospice. Website: Stanley-woods-superstar.org.uk
£30.00. Please contact the author for postage and payment details.
Page 39

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300+ VEHICLES ALWAYS ON
SHOW AT BETTRIDGE’S
Mines Road, Higher Foxdale
opposite Foxdale School
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