Newsletter No 29 - VMCC - Isle of Man
Newsletter No 29 - VMCC - Isle of Man
Newsletter No 29 - VMCC - Isle of Man
You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
Page 1
Paradise & Gell has been located on Michael Street in Peel since 1974.<br />
Here you will find a wide range <strong>of</strong> furnishings to enhance any living<br />
space. Whether you are looking for something contemporary or a more<br />
traditional piece, then look no further than Paradise & Gell.<br />
Page 2
Page 2<br />
Page 3<br />
Page 5<br />
Page 9<br />
Page 12<br />
Page 16<br />
Page 17<br />
Page 18<br />
Page 20<br />
Page 24<br />
Contents<br />
Chairman's Chat<br />
Secretary's <strong>No</strong>tes<br />
Yellow Belly <strong>No</strong>tes - "The Eagle has Landed"<br />
Bert Houlding: TT Pioneer<br />
<strong>Man</strong>x Motorcycle Museums<br />
Book Review - Excelsior - The Racing Years<br />
New Members<br />
Forthcoming Events<br />
The 2011 Trials Season<br />
Stanley Woods<br />
Page 28 Tommy Wood - Rider Pr<strong>of</strong>ile <strong>No</strong>. 15<br />
Page <strong>29</strong> Sons <strong>of</strong> Thunder - Pt3 - Allan Jermieson<br />
Page 34<br />
Motorcycles - Part 4 - Bob Thomas<br />
Editor: Job Grimshaw<br />
Sub Editor: Harley Richards<br />
Cover Pic - Bob Thomas Racing the ABC at the <strong>VMCC</strong> Chalfont Hill<br />
Climb. In Bob's own words …. This is a rare works Sport/racing model. As far<br />
as is known only one other example exists. This one was raced successfully at<br />
Pendine by Luther Davies <strong>of</strong> Swansea (There is a rumour that it was also raced<br />
at Brooklands by well known ABC rider Stephen Bassett, but this is not<br />
confirmed).<br />
It differs from all other models <strong>of</strong> the ABC in having a special frame, this has<br />
stiffer and stronger suspension. The front spring is shorter, the rear springs<br />
have extra leaves, also the rear springs are secured by “U” bolts against the<br />
small bolts <strong>of</strong> the standards machines. It has shortened cylinders giving higher<br />
compression, a larger bore induction pipe, and a mechanical oil pump. It is<br />
believed the crankcase has been replaced at some time, but when acquired in<br />
1959 it still had a lot <strong>of</strong> sand on it. This suggested it had been raced in its<br />
present form. The straight-through exhaust pipes are those fitted before I<br />
acquired it. It is quick and handles very nicely. It uses Castor based oil.<br />
Pic & words Courtesy The Milntown Trust<br />
Page 1
Chairman’s chat<br />
Dear Members,<br />
I start <strong>of</strong>f this time on a sad note. As many <strong>of</strong> you will know Margaret Robinson<br />
and Irene Robinson passed away recently. We extend our sympathy to Dudley<br />
and Clive from everybody in the section and we have sent a donation to the <strong>Isle</strong><br />
<strong>of</strong> <strong>Man</strong> Hospice on your behalf.<br />
With the winter weather still making its presence felt we are fortunate indeed to<br />
have the facilities <strong>of</strong> the Peveril Motorcycle club’s headquarters for our monthly<br />
meetings. Our thanks must also go to Ge<strong>of</strong>f Brazendale, for attending our<br />
February meeting and informing us all <strong>of</strong> the workings <strong>of</strong> the LE Velocette, and<br />
<strong>of</strong> course Brian Cope for the loan <strong>of</strong> his immaculate MK11 model.<br />
Tony’s film night in Peel proved popular and it is likely to be part <strong>of</strong> our future<br />
calendar, great stuff! The programme for the rest <strong>of</strong> the year is also set, Tony<br />
East will keep you informed <strong>of</strong> any changes.<br />
On a different note, whilst going through the entry lists for last years events, it<br />
is noticeable that very few <strong>of</strong> you are giving your machine details. Triumph 500<br />
is not really enough information, please help by spending a few extra seconds<br />
to state the make, year and model <strong>of</strong> your bike. The information is not divulged<br />
to anyone other than club <strong>of</strong>ficials. It gives you a chance to win a club award,<br />
and <strong>of</strong> course bring your membership card when you sign on, thank you.<br />
We have a number <strong>of</strong> challenges ahead including the question mark over the<br />
future <strong>of</strong> the MGP and its funding. Please fill in the on line survey and show<br />
support for this important event. I for one would be totally against its curtailment.<br />
Members <strong>of</strong> the committee will be in attendance at the Stafford Classic Bike<br />
Show to promote the Island, the MGP and <strong>of</strong> course our events.<br />
We are always open to suggestions for the future and Job needs articles for the<br />
magazine. Keep between the hedges<br />
Richard<br />
Page 2
Secretary’s <strong>No</strong>tes<br />
Hi Everyone,<br />
Time really flies by when you get to a certain age, seems like one magazine<br />
is put to bed and the next one is on its way.<br />
The start <strong>of</strong> the year has been reasonably good for the Club with a sell out<br />
Dinner at Mount Murray. For those unable to attend a presentation cheque<br />
was made, from the <strong>VMCC</strong> <strong>Isle</strong> <strong>of</strong> <strong>Man</strong> Section,to the Hyperbaric Chamber<br />
Charity for £3,250. This was followed by our highly successful first film<br />
night at the Peel Centenary Centre. Pr<strong>of</strong>its from that were £200 and this was<br />
given to the Joey Dunlop Foundation. So we can all give ourselves a pat on<br />
the back.<br />
With the impending Budget about to hit us all, one might be forgiven for<br />
fearing for the future <strong>of</strong> the MGP Festival. Comments in the newspapers and<br />
on the various forums place a serious focus on what appears to be, on the<br />
surface, a loss making event for the Government. If it was decided to scrap<br />
the MGP the Island would immediately lose the five and a half million<br />
pounds spent by visitors. Some hotels would close and the Steam Packet<br />
Company would be in an even more serious condition. The Government<br />
would lose the VAT revenue that the MGP produces, no <strong>VMCC</strong> Rally, no<br />
Festival <strong>of</strong> Jurby, no tourists. Clearly this scenario is out <strong>of</strong> the question, and<br />
I am sure that we will see the continuation <strong>of</strong> this great Festival albeit with<br />
possibly a change <strong>of</strong> name and changes to the Race Programme. The<br />
organisers should be aware that if the programme is shortened or the classes<br />
changed too much, perhaps the riders will not bother to come here as the add<br />
on cost to them in a declining UK economy is horrendous.<br />
On the brighter side huge savings must be available within our bloated<br />
Government, which has spent money like water during the years when the<br />
UK were being over generous with the VAT revenue. Accountants should not<br />
be allowed to make the ultimate decisions over events that affect us all. We<br />
need people with vision and courage to make the decisions affecting our<br />
Page 3
future. You may say “What has this to do with our Club”. Our Club, The<br />
<strong>Man</strong>x Motor Cycle Club, the Two Day Trial and the One Day Trial are all<br />
working together to encourage footfall to our great Island. We need to<br />
increase visitors to the MGP festival by at least 11% this year, compared to<br />
last year. On the figures coming out <strong>of</strong> The Steam Packet we are well on the<br />
way to achieving this target. Enthusiasm, working with the Dept <strong>of</strong><br />
Economic Development and singing the praises <strong>of</strong> the MGP Festival to<br />
anyone who will listen will help us to do this. Let’s save the MGP Festival!!<br />
Entries for the <strong>VMCC</strong> TT Rally are coming on nicely, and the MGP Rally,<br />
the Festival <strong>of</strong> Jurby and the <strong>VMCC</strong> Closed Roads Parade figures are all well<br />
up on last year. Please get your entries in early for these events as the closing<br />
dates may have to be brought forward due to high demand.<br />
Membership rose by five in December and a further six in January, and a<br />
warm welcome to all those new members. If you have not already done so,<br />
please email Steve Price with your email<br />
addresses, so that he can put you on our contact list in the event <strong>of</strong> any last<br />
minute changes to Club events.<br />
We have heard that the historic road tax has increased by 10% this year to<br />
£11, while other road taxes have only gone up by 6%. Perhaps we should<br />
invite the Minister to a Club Night at Knock Froy to explain his reasons for<br />
this. A Federation <strong>of</strong> Historic Vehicles has been recently formed and Chris<br />
Proctor and I have attended the inaugural meeting. It is intended, amongst<br />
other things, to be a pressure group when presenting any issues we might<br />
have to the Government. There will be more to report on over the coming<br />
months.<br />
Don’t forget the special mini AGM on march 8th at Knock Froy. It will not<br />
take long, then we can get down to some serious sausage and chips from our<br />
gourmet chef Kevin.<br />
Till the next time “happy riding”<br />
Tony<br />
P.S. Look out in your next <strong>VMCC</strong> magazine from HQ, enclosed will be<br />
the new MGP Festival brochure. Looks impressive.<br />
Page 4
Yellow Belly <strong>No</strong>tes<br />
The Eagle Has Landed<br />
In Raymond Ainscoe’s latest publication ‘The Murrays Museum T.T. Archive’,<br />
there are some evocative pictures <strong>of</strong> one <strong>of</strong> the most sensational<br />
motor cycles ever produced; the amazing Moto Guzzi V8 racer. That marque<br />
has been linked with the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong> since 1926, with a roll call <strong>of</strong> riders<br />
from the British <strong>Isle</strong>s, which reads like a ‘dream team. Add to that the names<br />
<strong>of</strong> the Italian riders and not forgetting the ‘colonial’ racers, and the factory<br />
by the lake in northern Italy has had a long and successful association with<br />
the T.T.<br />
In 1937 the dashing Omobono<br />
Tenni won the lightweight T.T.<br />
and the journalists at the time<br />
were excited by his brave style.<br />
One commentator said “ Tenni<br />
corners with mad abandon”<br />
That victory and the <strong>Isle</strong> <strong>of</strong><br />
<strong>Man</strong> itself meant so much to<br />
him that his son was christened<br />
Titino. Pic 1. Part <strong>of</strong> your Lincolnshire<br />
correspondent’s col-<br />
Pic. 1<br />
lection <strong>of</strong> stylish Omobono<br />
Tenni T - shirts.<br />
The marque was born out <strong>of</strong> a<br />
meeting <strong>of</strong> aviators in the new<br />
Italian Air Force during the<br />
first world war; Carlo Guzzi,<br />
Giorgio Pic 1 Parodi and Giovanni<br />
Pic 1<br />
Page 5
Pic 2<br />
Ravelli. Ravelli lost his life in a flying accident and it was in his memory that<br />
the Air Force eagle was adopted as the Guzzi nameplate symbol.<br />
What followed can best be described as a ‘Golden Age’ which lasted until<br />
the Second World War. Starting civilian production again in 1946 required<br />
a cheap, mass - produced bike and Guzzi came up with the Motoleggera. It<br />
is a 64c.c, disc valve two-stroke. Pic.2 This one came from a barn in the fens<br />
<strong>of</strong> south Lincolnshire and had been sold in Spain as a ‘Hispania’.<br />
The great post-war success is the transverse V-twin employing shaft drive.<br />
From the introduction <strong>of</strong> the V7 in 1967 variations <strong>of</strong> this power unit have<br />
been at the heart <strong>of</strong> more than 40 models. In fact, the current range in the<br />
show rooms have a ‘retro’ look to them that other manufacturers employ<br />
stylists to create. Racing success (with this layout) came under the influence<br />
<strong>of</strong> Dr John Wittner, the American tuning guru. In the mid 80’s even the great<br />
maestro Arturo Magni began a tie up with the factory; using Guzzi engines<br />
Page 6
to create this fabulous looking<br />
bike. Pic.3.<br />
In 2002 the factory produced the<br />
MGS-01 Pic.4, a limited edition<br />
(50) track only <strong>of</strong>fering, bristling<br />
with high tech details and up to<br />
date chassis design and powered<br />
by guess what Yes, that’s right, a<br />
transverse air- cooled V twin employing<br />
a shaft drive. I took this<br />
one to your lovely island for the<br />
MGP Classic Festival 2011 and<br />
displayed it in the Italian marquee.<br />
We had preliminary talks with a<br />
rider with a view to racing it in this<br />
year’s T.T. but for one reason or<br />
another, he chose not to.<br />
Pic 3<br />
Pic 4<br />
Pic 4<br />
Page 7
However, all is not lost because British Historic Racing are running a<br />
‘BEARS’ series this year, so we shall be using a 1984 Mk III Le <strong>Man</strong>s and<br />
I hope to keep you informed <strong>of</strong> its progress throughout the coming season.<br />
Pat Sproston: Louth, Lincolnshire<br />
Bibliography<br />
The Murray’s Museum T.T. Archive: Peter Murray and Raymond Ainscoe<br />
Moto Guzzi: Mario Columbo<br />
Question 1: Name this local member.<br />
Question 2: Name the year.<br />
Question 3: ... and what was he doing<br />
<strong>No</strong> prizes for the right answers (which are on page 39) but if you<br />
have any other photos <strong>of</strong> members’ past motorcycling misdemeanors,<br />
the editor is always happy to receive them!<br />
Page 8
Bert Houlding: TT Pioneer<br />
<strong>No</strong> doubt Canon Basil Davies, the celebrated "Ixion", is the most well known<br />
ecclesiastical personage whose literary efforts have graced the pages <strong>of</strong> the<br />
motorcycle journals. But not too far behind him is the Reverend John<br />
Hodgkin, who was inducted as Curate <strong>of</strong> Whittington (just outside<br />
Lancaster) in 1905. In the years preceding the Great War, Hodgkin indulged<br />
himself in his twin passions: motorcycling and photography.<br />
Hodgkin on his 1910 two-speed Scott <strong>of</strong> 450cc,<br />
with water cooled heads and air cooled barrels<br />
The Reverend appears to have owned a host <strong>of</strong> pioneer machines, such as<br />
Singer, Scott and NSU models, and to have observed a number <strong>of</strong> local hill<br />
climbs and reliability trials. He also photographed these events and<br />
contributed both reports and illustrations to "Motor Cycling". Indeed there<br />
are hints that he contributed articles under the guise <strong>of</strong> "Cyclops" - one <strong>of</strong><br />
classic motorcycling journalism's most famous pseudonyms, alongside the<br />
likes <strong>of</strong> "Michael Kirk".<br />
Page 9
Fortunately for posterity, some <strong>of</strong> Hodgkin's pre-Great War glass plates<br />
survive, in the care <strong>of</strong> the Whittington Historical Society. And we can now<br />
see over <strong>of</strong> dozen <strong>of</strong> them in Paul Ingham's newly-released third book,<br />
entitled "Bert Houlding: TT Pioneer". There are depicted local children<br />
clambering over the Reverend's prized steeds, rare Williamsons seen at an<br />
event in Whittington, racing Scotts ready to load at Heysham, a local hill<br />
climb and so on.<br />
Three likely lads try a 1909-10 P&M for size.<br />
A two speed, with two primary chains at different ratios and selective clutch<br />
The 88 page s<strong>of</strong>tback book charts the story <strong>of</strong> Hodgkin's neighbour, the<br />
Preston-based Bert Houlding. From his inaugural TT venture around the St<br />
John's course aboard a Moveo in 1910, Houlding progressed to the ranks <strong>of</strong><br />
a Harley agent, a TT Indian factory rider alongside Freddie Dixon, entrant <strong>of</strong><br />
a works TT Diamond and manufacturer <strong>of</strong> Matador and Toreador roadsters<br />
and sportsters.<br />
He associated with the racing greats <strong>of</strong> the 1920s, such as Tommy de la Hay<br />
and George Dance, both <strong>of</strong> whom feature, and produced or tested a number<br />
<strong>of</strong> one-<strong>of</strong>f racers, such as the <strong>No</strong>rton-based slide-valve (sic) special built by<br />
Howard <strong>of</strong> Southport, which are illustrated. There are also two delightful<br />
shots <strong>of</strong> trams being loaded at Preston docks for transportation to Douglas<br />
prom - and a photo <strong>of</strong> one <strong>of</strong> the two Moveo cars which Houlding built in<br />
the 1930s. The Foreword is by Jack Isherwood - like Houlding, a TT racer,<br />
a Lancastrian and an engineer.<br />
Page 10
Fred Middleton on his circa 1909/10 Triumph 3 ½ hp Roadster. (Possibly TT Roadster but<br />
with touring bars). <strong>No</strong>n standard as it doesn’t have cycle type pedals<br />
The book is illustrated with about 150 b&w photos (most <strong>of</strong> which are<br />
previously unpublished) unearthed from the Houlding family albums. It is<br />
available at £16.00 plus £1.60 postage, cheques to P Ingham at 3 Mendip<br />
House Gardens, Curly Hill, Ilkley, LS<strong>29</strong> 0DD or on line at www.ilkleyracing-books.co.uk<br />
Raymond Ainscoe<br />
A lady <strong>of</strong> a certain age is looking for a rider and machine to take her round the TT<br />
Circuit. She has had a hip replacement, but she and her husband were great bike<br />
riders. She says she is now very fit. Their dream was to ride the TT circuit, but<br />
unfortunately he died a couple <strong>of</strong> years ago. <strong>No</strong>w she is coming over on a coach trip<br />
and is desperate to ride pillion around the course. She will arrange her own<br />
insurance and will take a taxi to wherever she needs. She is here from August 26th<br />
-31st and can be contacted via Pat East on 878242.<br />
Page 11
Peter's uncle Harry with the Zenith and Charlie Murray with the Coventry Eagle<br />
Peter Murray was born in the town <strong>of</strong> Atheston, Warwickshire, England in<br />
1939, the son <strong>of</strong> Charles and Emily Murray. In the year 1953, they decided<br />
to move to the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong>, into a property known as 'Santon Villa, in the<br />
village <strong>of</strong> Santon. This was the location for the start <strong>of</strong> the Murray's<br />
Motorcycle Museum. Peter's dad Charlie, started to collect motorcycles and<br />
memorabilia for the museum, and the first motorcycle he bought was a<br />
Coventry Eagle, a motorcycle built in 1903. He<br />
bought it from Tom Moore <strong>of</strong> Billown, The<br />
registration MN 30, was put onto Peter's van before<br />
the bike was sold, quite a few years ago. . After<br />
collecting motorcycles and memorabilia for 10 years<br />
it was time to look for a bigger place for the museum<br />
collection, but continue to live at Santon Villa.<br />
A Mondial Engine,completely overhauled.<br />
The bike, reputedly Hailwoods, came from Reg Dearden<br />
Page 12
The Museum moved to Christian Street in Peel in 1964, and stayed there for<br />
5 years. Restrictions on the museum advertising in Peel became a sore point,<br />
so it was time to move on yet again. It was to a place that was to become the<br />
World Famous Murray's Motorcycle Museum at the Bungalow on the T.T.<br />
course. For motorcycle enthusiasts and as a tourist attraction, it was the place<br />
to visit. Lots <strong>of</strong> vintage and very rare motorcycles were on display, as well<br />
as plenty <strong>of</strong> memorabilia. As time went on it became more and more<br />
expensive to run the museum, as the running costs were paid by the Murray<br />
family, with no grants or funding whatsoever from the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong>. The lease<br />
on the building was due to be renewed, and the rent was to increase. The only<br />
money coming in was via a donation box on entering the museum, and the<br />
buying and selling <strong>of</strong> some <strong>of</strong> the stock.<br />
So after 37 years, the son, Peter, decided to move from the T.T. course. In<br />
2006, Peter got in touch with Steve Griffith, who is the son <strong>of</strong> John Griffith,<br />
the road test journalist for 'The Motorcycle' magazine, an avid collector <strong>of</strong><br />
rare motorcycles. Steve, who is also a Motorcycle and Memorabilia dealer,<br />
was called upon to help sell some <strong>of</strong> the bikes that had been in the Murray's<br />
Museum. The sale <strong>of</strong> some <strong>of</strong> the motorcycles would help finance the move<br />
and restock the museum with road and race bikes from a more modem age.<br />
John dreams <strong>of</strong> winning…<br />
One <strong>of</strong> the motorcycles that proved to be the most sought after, on display<br />
and for sale, was a Honda works 125cc twin cylinder, the racer from<br />
1961.This was the bike that was given to Charlie from Mr. Honda's private<br />
Page 13
Peter with the Moto Guzzi – August 2011<br />
collection. In the mid<br />
70's, Mr Honda was on a<br />
world tour, and made a<br />
visit to 'Murray's', whilst<br />
on the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong>.<br />
Charlie asked Mr Honda<br />
through an interpreter, if<br />
it would be possible to<br />
have a Honda race<br />
motorcycle for the<br />
museum. When he<br />
returned home to Japan,<br />
he sent the 125cc racer as<br />
a gift.During the sale <strong>of</strong><br />
the motorcycles in 2006,<br />
Peter got in touch with<br />
Honda, and they<br />
informed him that they<br />
would like to 'buy' back<br />
the bike, so a price was<br />
agreed on and the bike<br />
went back to Honda Japan. As this motorcycle had come from Mr Honda's<br />
private collection, Honda were keen to have it back whatever the cost. The<br />
motorcycle was probably the race bike that Kunimitsu Takahashi rode when<br />
he won the 1961 Ulster Grand Prix, and not the bike that Mike Hailwood<br />
rode when he won the 1961 T.T.<br />
About 80 motorcycles were sold over a short time. Peter then moved what<br />
motorcycles he managed to keep, along with a lot <strong>of</strong> new race and road bikes<br />
back into the place where it all started, Peter's home at Santon Villa. It's now<br />
called'Murray'sMotorcycles', and is located on the left hand side,just before<br />
the Fairy Bridge, on the NewCastletown Road, heading out from Douglas. It<br />
has now gone full circle to where it all began.<br />
Asking Peter who was his favourite motor cycle racer, with a big smile he<br />
said'Bob Mclntyre', who rode for Honda at the T.T. in 1961 on a 250cc 4<br />
cylinder.He didn't win the race, but put up the fastest lap in at 99.58 m.p.h.<br />
Page 14
Mike Hailwood won with a speed <strong>of</strong> 98.38m.p.h. Bob Mac had unfortunately<br />
broken down. Although he was the first man to put in a lap <strong>of</strong> 100mph ; in<br />
1957 on a 4 cylinder Gilera, to date he has not had a corner named after him<br />
on the T.T. course.<br />
Asking Peter what his favourite motorcycle would be, he said that there have<br />
been so many great motorcycles built, that it would be impossible to pick<br />
one, which was a fair comment.<br />
Murray's Motorcycles is still open, with free entry. The proceeds from the<br />
donations box go to the Joey Dunlop Foundation and the<br />
HyperbaricChamber in Douglas, which is a great help for all kinds <strong>of</strong> injury<br />
for people on and <strong>of</strong>f the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong>. So, Peter and his wife Sarah will make<br />
you most welcome when you call into Murray's Motorcycles, <strong>Isle</strong> <strong>of</strong> <strong>Man</strong><br />
and you'll get an even bigger welcome from their little dog, Penny!<br />
Words and colour pics by John Dalton<br />
Page 15
BOOK REVIEW<br />
“Excelsior – The Racing Years”<br />
Excelsior, based originally in<br />
Coventry, were Britain’s first<br />
motorcycle manufacturer,<br />
starting production <strong>of</strong> their<br />
own “motor-bicycle” in<br />
1896. The Walker family<br />
took over post WW1 and<br />
were keen to participate in<br />
competitions and racing and<br />
the first mention <strong>of</strong> this is T.<br />
F. Sinclair’s entry in the<br />
1923 Lightweight TT on an<br />
o.h.v. outside-flywheeled<br />
Blackburne-engined model.<br />
The 1925 catalogue lists this<br />
as a Tourist Trophy model<br />
priced at £62. 1928 saw<br />
Excelsior riders win five<br />
European and Brooklands<br />
grands prix with 19<strong>29</strong> being<br />
the year <strong>of</strong> the marque’s first<br />
TT win with Syd Crabtree taking the Lightweight honours on his 250cc<br />
JAP-engined machine at record speed. Other successes included the Dutch<br />
and French Grands Prix and 41 firsts and world’s records at Brooklands.<br />
The 1930 Senior TT saw Crabtree entered on a stunning looking Excelsior<br />
powered by the new 500cc o.h.v. V-twin JAP engine, unfortunately retiring<br />
on lap 5. With their JAP-engined racers coming towards the end <strong>of</strong> their<br />
production, Eric Walker, the managing director, decided that Excelsior<br />
should have its own racing engines so he commissioned Burnley and<br />
Blackburne to design something special. Designer Ike Hatch came up with<br />
what became known as the 250cc Mechanical Marvel. This had an o.h.v.<br />
radial four-valve head with a central spark plug, two splayed downdraught<br />
inlet ports, twin TT Amal carburetters and twin exhausts. The engine came<br />
Page 16
straight <strong>of</strong>f the drawing board to win the 1933 Lightweight TT ridden by Syd<br />
Gleave, with Charlie Dodson (New Imperial) in second place. <strong>Man</strong>y wins<br />
were achieved with the “Marvel,” particularly by Danish rider Svend<br />
Sorenson, but it was retired at the end <strong>of</strong> the 1934 season as it was considered<br />
too complicated to <strong>of</strong>fer for sale as a production racer. That role was filled<br />
by the stunning looking two-valve overhead camshaft <strong>Man</strong>xman model.<br />
Burnley and Blackburne again supplied the Ike Hatch-designed engine, with<br />
technical manager Alan Bruce designing the frame with Charlie <strong>Man</strong>ders,<br />
Tyrell Smith and Ginger Wood as the works riders. Although the Excelsior<br />
<strong>Man</strong>xman never won a pre-war TT, it was placed second three times and<br />
third in 1939. Whilst intended as just a taster, prior to a possible full history<br />
<strong>of</strong> the marque, this well-illustrated book suffers from its scrapbook style <strong>of</strong><br />
design and general lack <strong>of</strong> information.<br />
Author: Paul Ingham - Foreword by Jackie McCredie<br />
Published by Ilkley Racing Books, 3 Mendip House Gardens, Curly Hill,<br />
Ilkley LS<strong>29</strong> 0DD. - S<strong>of</strong>t back, 215 x 270mm (portrait); 112 pages with over<br />
170 photographs and illustrations. ISBN 978-0-9524802-8-0<br />
Limited edition <strong>of</strong> 500 copies - £20.00<br />
Book reviewed by Jonathan Hill<br />
A hearty welcome to these eleven new members:-<br />
Bruce Kirkham - 2 King Orry Place, Glen Vine IM4 4FP<br />
James Kirkham - 2 King Orry Place, Glen Vine IM4 4FP<br />
Duncan Smith - 51 Barrowule Park, Ramsey IM8 2BP<br />
Derek Russell - Westlands, Jurby Rd, Ramsey IM8 2BP<br />
Gareth Iball - 7 Honeysuckle Lane, Abbeyfields, Douglas IM2 7DY<br />
Gary Smith - 8 Baccellis, Peel IM5 1WZ<br />
Graham Thomas - Uppermill Ballanass Rd, Lower Foxdale IM4 3BE<br />
Justin Warby - The Lough, Bernahara Rd, Andreas IM7 2EL<br />
Samuel Trevor Holt - 7, Westhill Village, Jurby Rd, Ramsey IM8 3TD<br />
Tony Conway - 23 Bray Hill, Douglas IM2 5BF<br />
Joe Wood - Ballavastyn Cottage, Andreas, IM7 3EG<br />
Page 17
March<br />
Thursday 8th A.G.M. and entertainment. 7.30pm Knock Froy, Santon.<br />
Sunday 18th Trial. Ballagarraghyn, South Jurby. Handicap Trial. 1.30pm<br />
Sunday 25th Road Run Chairman's Opening Run. Mooragh Park Ramsey<br />
1.45 for 2.00pm start.<br />
April<br />
Thursday 5th Club Night 8.00pm Knock Froy, Santon. Bring and Buy<br />
Sunday 15th Trial. Garey Moore, Ronague. Start 2.00pm.<br />
Sunday 22nd Road Run and tea party. Mooragh Park, Ramsey<br />
1.45 for 2.00pm start. Organiser Jim Crook.<br />
May<br />
Sunday 6th Bob Thomas Memorial Run from T.T. Grandstand<br />
1.45 pm for 2.00pm start. Organiser Paul Bolster.<br />
Saturday 19th Ge<strong>of</strong>f Cannell Memorial Trial. Bimson Field, Onchan. 2.00pm.<br />
Page 18
Page 19
The 2011 Trials Season<br />
by Andy Sykes<br />
Competitors Photo call<br />
Shaun Seal, helpers and observers, did a wonderful job running Vintage<br />
trials in 2011. The following is a calendar <strong>of</strong> events as they happened.<br />
As a one <strong>of</strong>f, the January event counted towards the 2010 championship, so<br />
the opening round was in February at West Baldwin Bridge. It's always a<br />
muddy event here and Jim Davidson now Tiger Cub mounted won a tie<br />
decider with Kevin Whiteway (Honda) to take the first points <strong>of</strong> the season,<br />
with Mike Harding (Suzuki) leading the B route.<br />
March was the Handicap trial and the older riders used their handicaps to<br />
full advantage. Andy Sykes on the rigid Bantam quite likes the sandy<br />
sections at Ballagarraghyn, which give no advantage to the the bigger bikes,<br />
or everybody else who has suspension, so it was quite a comfortable win.<br />
April was down South at Garey Mooar and Kevin Whiteway again lost the<br />
tie breaker, this time to Shaun Huxley in quite a high scoring trial, Mike<br />
Harding topping the B route.<br />
Page 20
The May trial is now established as the Ge<strong>of</strong>f Cannell Memorial, held at<br />
Bim's field, by kind permission <strong>of</strong> owner Mark Bimson. Phil Ward (Yamaha)<br />
has won on more than one occasion, I think this was his third. It's nice that,<br />
though younger than Ge<strong>of</strong>f, he competed with him for many years. On the B<br />
route it was Andy Sykes just holding <strong>of</strong>f youngster Thomas Cairns (Beta).<br />
June and July are usually months <strong>of</strong> rest, but not this year in making up for<br />
no January event, June saw a trial in Kings Forest. At last Kevin Whiteway<br />
got a win over Shaun Huxley and it was a treat to see Stephen Franklin get<br />
the win on his old James over the Japanese in the B class! In the Youth<br />
classes Daniel Smith (Beta) and Thomas Cairns were starting to dominate in<br />
the A and B classes respectively.<br />
Just before the Two Day Trials, Pooil Vaaish was the venue for August . It<br />
was Shaun getting it over Kevin to keep things tight at the top <strong>of</strong> the<br />
Championship, Richard Bairstow on a little 175 Yamaha winning the B route.<br />
Ties are so common at Vintage trials, it's no surprise that we had one again<br />
in September, in round 5. Phil Ward (Yamaha) who used to live round the<br />
Stoney Mountain location, lost the tie decider by two cleans to Shaun Huxley<br />
with Kevin Whiteway third. Mike Ellis (Yamaha) had his first win in the B<br />
class.<br />
The Southern club were generous in allowing their land at Carnagrie to be<br />
used for the October trial, it was fairly wet but it's been a lot muddier in the<br />
past. Kevin Whiteway had a comfortable win from Jim Davidson with<br />
Shaun Huxley third. After missing a couple <strong>of</strong> events Ashley Gardner<br />
brought his big shiney BSA out and won the B class, while Ashley junior<br />
(Gas Gas) put one over Daniel Smith (Beta) in the Youth A to make it a<br />
family double.<br />
At the Dhoon Quarry in <strong>No</strong>vember for the penultimate round the sections<br />
were a bit easy, but it's the same for all. One dab for Kevin Whiteway was<br />
to prove his undoing, while Shaun Huxley went clean to win the day and go<br />
two points ahead in the A championship. Graham Thomas on his immaculate<br />
Honda was third today and good enough to eventualy finish third in the A<br />
championship. Ashley Gardner again won the B route but Mike Harding<br />
(Suzuki) had already sewn up their championship. Thomas Cairns was to be<br />
the only rider in any class to maintain a 100% record and duly win the youth<br />
B, while Daniel Smith had to go to the last round to secure A youth honours.<br />
Page 21
The invitation class A was largely contested throughout the season by Paul<br />
Smith (Suzuki) and Sammy Ball (Fantic), Sammy winning the last round to<br />
make sure <strong>of</strong> the title, and not for the first time. Brian Kinrade (Beta) won<br />
most <strong>of</strong> the early invitation B rounds and amassed enough points to get this<br />
class championship.<br />
On the last round, in December at Stoney Mountain again, it was thought<br />
the winner between Shaun Huxley and Kevin Whiteway, would take the<br />
main title. A wild card ride, by Grant Harding on his father David's Tiger<br />
Cub, really upset the apple cart. Grant won the trial, so taking the top points.<br />
Kevin beat Shaun on the day but the points difference between second and<br />
third was only two, so with a years total <strong>of</strong> 140 points each the championship<br />
was tied. <strong>No</strong>body deserved to loose, but the approved ACU decider for such<br />
a situation is the rider with the most wins takes it. Kevin won two rounds,<br />
Shaun won four so was the 2011 champion. Has it ever been closer I don't<br />
think so!<br />
Thanks to all the land owners, without whose sporting generosity there<br />
would be no trials. Here's to more good trials in 2012.<br />
Jack Ward on Bob Thomas’s Douglas during the first <strong>VMCC</strong> IOM Vintage Trial in 1967<br />
Page 22
<strong>VMCC</strong> TRIALS RESULTS 2011<br />
Vintage A<br />
1 Shaun Huxley (James)<br />
2 Kevin Whiteway (Honda)<br />
3 Graham Thomas (Honda)<br />
Vintage B<br />
1 Mike Harding (Suzuki)<br />
2 Mike Ellis (Yamaha)<br />
3 Richard Bairstow (Yamaha)<br />
Best 4 Stroke<br />
Kevin Whiteway (Honda)<br />
Best 2 Stroke<br />
Shaun Huxley (James)<br />
Handicap Trial<br />
Andy Sykes (Rigid BSA)<br />
Ge<strong>of</strong>f Cannell Trophy Trial<br />
A route Phil Ward (Montesa)<br />
B route Andy Sykes (Rigid BSA)<br />
Invitation A<br />
1 Sammy Ball (Fantic)<br />
2 Paul Smith (Suzuki)<br />
3 Oliver Megson (Gas Gas)<br />
Invitation B<br />
1 Brian Kinrade (Beta)<br />
2 Justin Warby (Gas Gas)<br />
3 Gary Smith (Montesa)<br />
Youth A<br />
Daniel Smith (Beta)<br />
Youth B<br />
Thomas Cairns (Beta)<br />
Page 23
Stanley Woods<br />
Stanley Rounds Governors Bridge on his Velocette in the 1938 Junior TT<br />
Stanley Woods is a name synonymous with the TT. He was a great man, one <strong>of</strong> the<br />
best TT racers <strong>of</strong> his era.<br />
He was born in Dublin in <strong>No</strong>vember 1903 and moved with his family from various<br />
addresses until they settled on the outskirts <strong>of</strong> Howth, a seaside village in Co.<br />
Dublin. He spent his formative years there, eventually moving to Sutton where he<br />
was taught to ride a bike by a friend when he was only 16 years old. The family then<br />
moved back to Dublin. His father was a salesman with the English t<strong>of</strong>fee firm <strong>of</strong><br />
Mackintosh's covering, before partition, the whole <strong>of</strong> the thirty two counties <strong>of</strong><br />
Ireland.<br />
On leaving High School, Stanley Woods assisted his father by driving him around<br />
Ireland on a Harley Davidson bike and sidecar. Though he could ride a bike, he<br />
received further instructions on how to drive such a powerful machine from the<br />
senior mechanic employed by the garage from which it was purchased. The<br />
instructor was none other than C.W. Johnston (Paddy), who introduced Stanley to<br />
the world <strong>of</strong> competition.<br />
Page 24
From there things progressed. He entered the Harley sidecar in the 1920 Hill Climb<br />
in Co. Wicklow and made the fastest time in the sidecar class. Next he went with<br />
Paddy Johnston to see the 1921 <strong>Isle</strong> <strong>of</strong> <strong>Man</strong> Senior TT and they decided there and<br />
then they could do that and they did! So started his illustrious racing career.<br />
Stanley Woods entered his first TT race in 1922 when he was eighteen years old.<br />
He competed in the Junior on a Cotton and finished in fifth place, whilst his friend<br />
Paddy Johnston was a contender in the Lightweight on a New Imperial, but retired.<br />
Stanley competed in the TT consecutively from 1922 – 1939 on nine different<br />
manufacturers bikes, listed as follows:-<br />
Cotton, Scott, New Imperial, Royal Enfield, <strong>No</strong>rton, Guzzi, D.K.W. and<br />
Velocette.<br />
He was once asked which was his most memorable TT. He<br />
replied “They were all memorable in one way or another,<br />
though on looking back, I well remember the 1938 Senior<br />
TT, when riding a Guzzi. I snatched victory from Jimmy<br />
Guthrie by four seconds on the last lap. “<br />
His TT record was impeccable. He rode thirty seven races,<br />
finished in twenty one, achieved eleven fastest or record<br />
laps, won ten,<br />
was placed<br />
second twice and<br />
third once. He was never lower than sixth<br />
and in 1932, 1933 and 1935 won two TTs<br />
in a week.<br />
In 1925 Stanley Woods became a<br />
Mackintosh's rep himself, but after after a<br />
couple <strong>of</strong> years left and with the<br />
assistance <strong>of</strong> his father they opened their<br />
own TTT<strong>of</strong>fee Works in Grandby Place,<br />
Dublin. This however didn't last all that<br />
long, from 1927 till the early thirties,<br />
when the general recession began biting<br />
deeper. Seeing the writing on the wall<br />
they closed the factory down. Though he<br />
had raced in various events he was now<br />
free to pick and choose.<br />
Page 25
All this <strong>of</strong> course was long before I met him. We didn't meet until 1947 at Hillberry<br />
Corner during a cold early morning TT practice. There were few people about and<br />
he was instantly recognizable, talkative and friendly. Stanley Woods was observing<br />
Stanley prepares for a lap on the Guzzi 350 on the 50th anniversary <strong>of</strong> the TT in 1957.<br />
an Irish rider, Artie Bell, making his debut on the TT course. He reckoned taking<br />
the correct line on the Corner would knock seconds <strong>of</strong>f the lap time. Apparently it<br />
did as, Artie Bell from Belfast on a <strong>No</strong>rton finished second in his first Senior TT<br />
seconds behind the winner Harold Daniell, plus joint fastest lap with Peter<br />
Goodman <strong>of</strong> 26m 56s. In 1947 Hillberry Corner was much as Stanley Woods<br />
remembered it when he last raced in 1939.<br />
Then, he won the Junior on a Velocette, With H.L. Daniell - <strong>No</strong>rton second and W<br />
Fleischman,- D.K.W. (Germany) third<br />
The Senior TT was won by G. Meier - BMW (Germany), J.M. West – BMW<br />
second and F.L. Frith - Velocette third.<br />
Today Hillberry Corner has been widened considerably making it safer and much<br />
faster. The old white farmhouse has long gone and been replaced by a modern<br />
bungalow set well back from the road.<br />
Page 26
Through the intervening years I would frequently see Stanley about during TT. In<br />
1990 he was President <strong>of</strong> the TT Riders Association when we became acquainted<br />
again through a donation I had sent him for the TTRA. His reply to my letter was<br />
interesting and required an answer which I readily sent. By then his much loved<br />
wife had died and his health was slowly beginning to decline, but he was fond <strong>of</strong><br />
letter writing and his interest in all aspects <strong>of</strong> motorcycling was as great as ever.<br />
I enjoyed replying to his occasional notes, they were quite topical and he had a good<br />
sense <strong>of</strong> humour. I had mentioned to him that I was “trying” to learn <strong>Man</strong>x Gaelic<br />
but was finding it rather difficult. Stanley Woods himself could speak a smattering<br />
<strong>of</strong> Irish Gaelic and as there is a similarity between both languages it was quite<br />
interesting at time to interpret his Gaelic.. Sadly his eyesight deteriorated which was<br />
a great shame as he had exceptionally good handwriting and a great Irish turn <strong>of</strong><br />
phrase.<br />
Though he was in hospital I sent him a card now and again – hoping a kind nurse<br />
would perhaps read it to him. Stanley Woods died in July 1992.<br />
In 1990 all his Cups, Trophies, Medals etc., were on permanent display in the<br />
Ulster Folk and Transport Museum in Belfast – I assume they are still there.<br />
I have a few notes and an autographed booklet, Stanley Woods, A Short Biography<br />
by W.F.McCleery amongst my momentos. It was a privilege to have had a short<br />
acquaintance with Stanley Woods, one <strong>of</strong> the greatest all time TT riders.<br />
Dorothy Greenwood<br />
Page 27
T.L. Wood was born 17th February 1912 at Saddleworth,<br />
Yorkshire. He competed in the <strong>Isle</strong> <strong>of</strong> <strong>Man</strong> TT from 1947 to<br />
1953 riding a Velocette in Junior and Senior and Moto Guzzi<br />
in the Lighweight (apart from riding a <strong>No</strong>rton in the 1951<br />
Senior).<br />
In 1949 he finished second in the Lightweight TT.<br />
1. <strong>Man</strong>liff Barrington – 250 Guzzi<br />
2. Tommy Wood 250 Guzzi<br />
3. Roland Pike - Rudge.<br />
In 1951 Tommy finally won the Lightweight <strong>Isle</strong> <strong>of</strong> <strong>Man</strong> TT:<br />
1. Tommy Wood - 250 Guzzi<br />
2. Dario Ambrosini – Benelli<br />
3. Enrico Lorenzetti - 250 Guzzi<br />
Also, in 1951, he won the 350 Spanish GP at Montjuich on his 350 Moto Guzzi.<br />
He lived for many years in Southampton – on retirement he moved to Portugal.<br />
Page 28
Sons <strong>of</strong> Thunder<br />
Pt 3 - The Superior motorcycles <strong>of</strong> Aircraftman Shaw<br />
George Brough on MK1 Brough Superior<br />
Shortly before he was due to leave from Southampton by ship in early<br />
December, Lawrence crashed the Brough and badly damaged it. … Alb<br />
Bennett took the wreck for £100…” He told Francis Rood “… I sold<br />
the bits, and am not fit company for the world ...”<br />
Before leaving for India he also wrote George Brough, whom he had first<br />
met personally in 1925, enclosing a testimonial for his machines,<br />
“...yesterday I completed 100,000 miles since 1922 on 5 successive Brough<br />
Superiors ...” [though he did not want his name published]. He remarked<br />
that his SS100s were ‘incomparably better’ than the Mark 1s he had owned<br />
earlier “...fast and reliable as express trains, and the greatest fun in the world<br />
to drive … very expensive to buy but light in upkeep ... [he quotes 50-65<br />
Page <strong>29</strong>
mpg petrol, 4000 mpg oil] ...hold the road extraordinarily. I’m not a speed<br />
merchant but ride fairly far in the day ... occasionally 700miles, <strong>of</strong>ten 500,<br />
at a fair average. Riding position and slow powerful turnover <strong>of</strong> the engine<br />
at speeds <strong>of</strong> 50 odd give one a very restful feeling … the jolliest things on<br />
wheels.”<br />
There was to be no more motorcycling for Lawrence for two years. He was<br />
posted to the new RAF camp at<br />
Drigh Road, Karachi – during his<br />
time there he never once left it to<br />
visit the city. He told Mrs Shaw that<br />
he was “… killing time there till my<br />
books are forgotten …” In a letter <strong>of</strong><br />
June 1927 he wrote that he wished<br />
for “… tarred roads and a Brough…”<br />
In early 1928 a publisher made<br />
Lawrence an extraordinary <strong>of</strong>fer, as<br />
he told his friend Sgt Pugh; “… a<br />
publisher wrote and asked if I had<br />
any little poems I’d let him publish<br />
[a hen might as well lay cabbages as<br />
Augustus John Pencil Drawing 1928<br />
me write poetry] because if so he’d<br />
send me the latest Brough Superiors<br />
for the years 1928-<strong>29</strong>-30-31-32. I told him - [a] that I had no poems [b] that<br />
Karachi had no roads ...”<br />
However, Lawrence’s wished–for anonymity in the sub-continent was not to<br />
be. After Karachi he was posted to remote Miranshah, ten miles from the<br />
Afghan border. A revolution broke out in Afghanistan and the Daily Herald<br />
broke the story that “Lawrence, the arch-spy <strong>of</strong> the world” was working<br />
undercover and actively involved. There were questions in the House and<br />
the Government <strong>of</strong> India formally requested the Air Ministry that Lawrence<br />
should be removed from the sub-continent as soon as possible. Trenchard<br />
<strong>of</strong>fered Lawrence a posting to Aden or Somaliland but emphasized that the<br />
final choice had to be his. Lawrence elected to return to England.<br />
Page 30
It had been intended to disembark Lawrence at Plymouth, the SS Rajputana’s<br />
first port <strong>of</strong> call, but the Press were lying in wait, so he was smuggled <strong>of</strong>f to<br />
London. In Feb 1928 he wrote Sir Hugh Trenchard requesting 36 days<br />
overseas leave before taking up his next posting at RAF Cattewater [ later,<br />
largely due to Lawrence, re-named RAF Mount Batten]. He explained “…<br />
Some anonymous people [in fact Mrs Shaw and some other close friends]<br />
have bought and sent to me a motorbike, the current model <strong>of</strong> the great things<br />
I used to ride. It’s cost is three years <strong>of</strong> my pay, and I feel pauperized, but I<br />
will try to pay it back to them in time …”.<br />
That same month he wrote Col Newcome “… I am in London with one suit<br />
<strong>of</strong> plain clothes and two suit <strong>of</strong> uniform, and a motorbike…”. The same day<br />
he told Henry Williamson, author <strong>of</strong> ‘Tarka The Otter’ and a <strong>No</strong>rth Devon<br />
resident, with whom he had become acquainted after writing a lengthy<br />
critique <strong>of</strong> the book<br />
“…They have posted me<br />
to Plymouth – so if ever<br />
the frost breaks<br />
[Brrr…Ugh..] a motorbike<br />
will disturb Skirr Cottage.<br />
A horrible bike; but so<br />
beautiful in its owners<br />
eyes and heart! …”.<br />
Lawrence's London residence in Barton St<br />
Page 31<br />
A week later he was still in<br />
London writing plaintively<br />
“... I am frozen in London.<br />
The bike is in <strong>No</strong>ttingham<br />
[at the Brough factory] and<br />
the roads all ice and snow,<br />
so she cannot travel them.<br />
The first day <strong>of</strong> melting I<br />
will go up there by train<br />
and ride her down. But<br />
will it ever melt…”.<br />
Once the thaw allowed<br />
him to report there, RAF<br />
Cattewater, Plymouth, was
The S6B was powered by a supercharged Rolls-Royce 1900 hp engine,<br />
and represents one <strong>of</strong> the major technical achievements in British aviation<br />
between the two world wars. <strong>No</strong>t only did the plane win the Schneider Trophy,<br />
but also became the fastest vehicle on earth, setting an absolute<br />
speed record <strong>of</strong> 407.5 mph.<br />
to prove a better posting than Lawrence could have imagined. His C.O. was<br />
Wing Commander Sidney Smith, with whom he soon became close friends,<br />
he was also welcomed by Smith’s wife Claire, who would later write a book<br />
about this period in their lives. Lawrence liked Cattewater from the start. He<br />
described it to Mrs Shaw in March 19<strong>29</strong> “… A tiny station, on a rocky<br />
peninsula projecting into [Plymouth] Sound. The whole peninsula with its<br />
quays and breakwaters is RAF. There are about 100 <strong>of</strong> us … the airmen all<br />
praise the camp and its conditions … the food is excellent: the place is<br />
comfortable: restrictions very slight, and those sensible …”.<br />
Cattewater was then, as later, a seaplane base. Lawrence’s work there<br />
revolved around motorboats, about which he was as much <strong>of</strong> an enthusiast<br />
as he was about motorcycles. He was a very able mechanic, and well<br />
acquainted with the latest ideas in hull and engine design, having owned<br />
speedboats himself. In his second year back in England he was one <strong>of</strong> the<br />
Support Team for the RAF entry in the 19<strong>29</strong> Schneider Cup races, which<br />
were held at Cowes. The Air Force contender was again one <strong>of</strong><br />
Page 32
R.J.Mitchell’s brilliant Supermarine seaplane designs, the S.6 – from these<br />
streamlined racers would eventually evolve the Spitfire.<br />
During the races Lawrence was sent to Calshott, a station he disliked.<br />
However he and Sidney Smith had found comfortable quarters aboard the<br />
‘Karen’, a luxury motor yacht owned by a friendly millionaire. One <strong>of</strong> the<br />
Karen’s tenders was an American Biscayne Baby speedboat, which had<br />
consistently suffered from engine problems. These Lawrence was able to<br />
solve, and he soon had the ‘Biscuit’, as he and Smith had named her, running<br />
superbly.<br />
The millionaire was so delighted that when he left Cowes he presented<br />
Lawrence and Smith with the speedboat as a memento. They took it back to<br />
Cattewater where it was used as a runabout, Lawrence taking his friend Lady<br />
Astor, who like himself enjoyed ‘the Lust <strong>of</strong> Speed’, and sometimes rode<br />
pillion on Boanerges, out in the ‘Biscuit’ on a number <strong>of</strong> occasions.<br />
To be continued ...<br />
WANTED<br />
This small book <strong>of</strong> 79<br />
pages by Ralph Crellin<br />
Printed in 1995.<br />
6 x 8 inches in size<br />
If you have one for<br />
sale please ring John<br />
on 01624 - 619463<br />
Allan Jermieson<br />
Page 33
Part four <strong>of</strong><br />
Motorcycles<br />
by Bob Thomas<br />
Bob on the 1906 FN<br />
Perhaps a more detailed description <strong>of</strong> the finding and rebuilding <strong>of</strong> the FN will<br />
be <strong>of</strong> interest. Having bought my first ABC back in 1942, I saw another one<br />
advertised early in 1945, and quite close to home. I just could not resist it and<br />
went with my father to have a look. It seemed to be in much better condition<br />
than mine, also it had a much better valve rocker set up, a proprietary unit by<br />
Taylor/Young, with roller bearings all enclosed. Of course I had to have it! As<br />
we were about to finalise the deal the owner said "Are you interested in this"<br />
"This" turned out to be a very early four cylinder FN in a truly dreadful state,<br />
but when he said "Take the two for twenty pounds" it was just too tempting!! I<br />
can't remember how we got them home, we only had my 1932 Morris Minor<br />
car, but somehow we did.<br />
Page 34
Then began frantic letter writing to verify the date <strong>of</strong> the FN, and just what the<br />
missing pieces should look like - there was quite a lot missing! After a letter to<br />
the makers in Belgium it was confirmed as being a 1906 model, so something<br />
had to be done. The wheels had disintegrated, there were no brakes, no pedalling<br />
gear - in fact, just the engine, frame, forks (broken a long time ago) and the brass<br />
petrol tank. The first job was to strip it all, clean and paint, then stand back and<br />
compare it with photographs <strong>of</strong> similar machines.<br />
Then we started to rebuild the wheels - so that at least it could stand up and look<br />
something like a motorbike. The back brake drum was there, and we found it<br />
should be an internal expanding, with also a band brake on the outside. The<br />
brake operated by a handle bar lever, the internal shoes by back pedalling. It was<br />
found that 8 inch Enfield type shoes could be persuaded into the drum and I had<br />
to make a new plate to carry them. I also had to devise a form <strong>of</strong> linkage to the<br />
the pedalling brake, part <strong>of</strong> which, ie spindle and chain wheel, still existed. The<br />
next task was to make up the contracting band for the outside brake. All this was<br />
done working from advertisement pictures with a magnifying glass. By now<br />
enough was done to take photographs to submit in order to have it accepted for<br />
the Pioneer Register. New mudguards were bought, and fitted with suitable<br />
valences - as near as possible to what we could see in the pictures. The front one<br />
was a "Teaser" as one part moved with the front part <strong>of</strong> the fork, the rest being<br />
Bob's first bike, a 1914 BSA cost 7/6 (37.5 p if you are too young to know Lsd)<br />
Page 35
stationary with the rear part. We were fairly successful and it all looked and<br />
worked OK.<br />
It was now August and we started getting optimistic. The magneto was sent <strong>of</strong>f<br />
for overhaul and work started on the engine, which was found to have done a lot<br />
<strong>of</strong> work, and was badly worn. The cylinder bores were quite bad, but the<br />
cylinders were deemed to be too thin to rebore - even if we could get pistons.<br />
They were cleaned up as well as we could, and with the "unworn" lower ridges<br />
bored out it was possible to refit the pistons with new rings and achieve<br />
reasonable compression. The plain big ends were refurbished and the whole lot<br />
reassembled. It was by no means a really satisfactory job, but it would serve<br />
until a better one could be done later, when better bits and pieces might be found.<br />
Come December it was thought sufficient progress had been made to consider<br />
entering for the March Pioneer Run to Brighton - but there were problems with<br />
the magneto and the overhaul was taking a long time. By now the rest was in<br />
sound and complete order, the final tittivating as usual taking longer than<br />
expected. Anyway February arrived, but no magneto.......eventually it came just<br />
four days before the day <strong>of</strong> the run. Would that bike start - no way!! Bear in<br />
mind it was a single gear machine, with no clutch, all we could do was to pedal<br />
it or push it until something happened. It would nearly go, but not properly. We<br />
towed it behind the car - it would burble along, but not pulling weight. Just to<br />
help matters - it started snowing. Come the Saturday (the run was on the<br />
Sunday) we gave up and went to bed.<br />
<strong>No</strong>w in those days in the Pioneer Run one had to have an observer riding close<br />
behind you to record any "stop" so I had arranged for a workmate to do this for<br />
me. We were to meet at the start at Epsom. Anyway, to resume. About 4 am on<br />
Sunday, Dad woke me saying "I've an idea, let's give it one more go!" It worked!!<br />
I dressed and set <strong>of</strong>f for Epsom. In Kingston one <strong>of</strong> the pedals came adrift,<br />
fortunately outside a garage, where there was a light in the workshop. I went in<br />
asking for help, the man inside said "Yes, I'll braze it for you" he was none other<br />
than the father <strong>of</strong> John Cooper, and he was working on one <strong>of</strong> the new Cooper<br />
"500" racing cars! He brazed it and I went on my way.<br />
Getting to the start I met up with my mate Bill, he said, "I'll take the haversack"<br />
(it held my grub and the tools). That was the last I saw <strong>of</strong> him until next morning<br />
at work. He asked me what had happened, "I went up and down, doing 300<br />
miles looking for you!" Meanwhile I had a reasonable run, got to Brighton OK<br />
Page 36
ut was losing power. I bought myself a sandwich and set <strong>of</strong>f home, but at<br />
Hardcross the loss <strong>of</strong> power worsened and eventually I came to a standstill<br />
between two hills, and couldn't get up either! A fellow with a big Brough sidecar<br />
took pity and said "I can tow you to Kingston, but then I have to turn <strong>of</strong>f' I said<br />
"Fine, but remember I have no clutch, and the engine will be turning all the time<br />
- so not too fast please!"<br />
The Vauxhall, taken at Milntown in 1984. <strong>No</strong>te the 'fluted' tank<br />
similar to the bonnet on some Vauxhall cars<br />
Well 50 mph is not fast on a Brough - but it is on a 1906 FN with no clutch or<br />
serious brakes, and holding a little decompression lever !! Anyway we got<br />
safely back to Kingston, and he departed. I managed to restart, luckily no more<br />
hills were involved. I got home in the dark, no lights, about 9 pm. Very tired,<br />
very hungry - but we had made it! There and back, first time out - with a Second<br />
Class Award. I sent some photographs to FN., they were very complimentary.<br />
In 1947 I rode a 1913 ABC and lent the FN to a friend - again it made it, in fact<br />
it made it fairly regularly until I eventually sold it - which is how I came to get<br />
the Vauxhall!<br />
It was at one <strong>of</strong> the <strong>VMCC</strong> lunches that I mentioned to my neighbour I regretted<br />
parting with the FN. He said "Would you like a Vauxhall" <strong>No</strong>w I had vague<br />
memories <strong>of</strong> Dad and my uncle, who worked at Vauxhall's discussing this when<br />
Page 37
I was a kid. I had no idea <strong>of</strong> what it was like, but on being told it was a shaft<br />
drive four cylinder, I said "Yes, how much" "<strong>No</strong>thing, you can have it, but a<br />
lot is missing". It transpired it was dismantled around 1937, changed hands<br />
during the war, and while the frame and other parts were waiting to be put away<br />
the wartime "salvage collectors" did just that, and took them away. Later, my<br />
Bob and the Vauxhall on the 1976 <strong>VMCC</strong> <strong>Man</strong>x Rally<br />
friend, Stan, collected what was left, except the wheels, which were stored<br />
under the floor <strong>of</strong> the house. When he gave me the bits he had to go back to the<br />
house and ask the new tenant if he could take up the floor to get the wheels!<br />
At that time Clive and I were friendly with the designer at Lea Francis Cars, we<br />
were using one <strong>of</strong> their engines in Clive's sprint car - and he knew the chief<br />
designer at Vauxhalls. So with suitable introductions I wrote asking for information,<br />
what I got was nearly a full set <strong>of</strong> drawings, half full size. It was from<br />
these over the next seven years I made the missing bits, with the results you all<br />
know. Sadly this all took place thirty years ago, and the poor old bike is<br />
beginning to show its age again, but goes as well as ever.<br />
To be Continued...<br />
Page 38
Competition time Answers<br />
Q.1 Ray Knight Q. 2 1974 Q. 3 Testing a Puch Maxi Moped<br />
Page 39
Page 40
Page 41
300+ VEHICLES ALWAYS ON<br />
SHOW AT BETTRIDGE’S<br />
Mines Road, Higher Foxdale<br />
opposite Foxdale School<br />
Page 42