Newsletter No 29

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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
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Page 9
Page 12
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Page 24
Page 28
Page 29
Page 34
Chairman's Chat
Secretary's Notes
Yellow Belly Notes - "The Eagle has Landed"
Bert Houlding: TT Pioneer
Manx Motorcycle Museums
Book Review - Excelsior - The Racing Years
New Members
Forthcoming Events
The 2011 Trials Season
Stanley Woods
Tommy Wood - Rider Profile No. 15
Sons of Thunder - Pt3 - Allan Jermieson
Motorcycles - Part 4 - Bob Thomas
Editor: Job Grimshaw
Sub Editor: Harley Richards
Cover Pic - Bob Thomas Racing the ABC at the VMCC Chalfont Hill
Climb. In Bob's own words …. This is a rare works Sport/racing model. As far
as is known only one other example exists. This one was raced successfully at
Pendine by Luther Davies of Swansea (There is a rumour that it was also raced
at Brooklands by well known ABC rider Stephen Bassett, but this is not
confirmed).
It differs from all other models of the ABC in having a special frame, this has
stiffer and stronger suspension. The front spring is shorter, the rear springs
have extra leaves, also the rear springs are secured by “U” bolts against the
small bolts of the standards machines. It has shortened cylinders giving higher
compression, a larger bore induction pipe, and a mechanical oil pump. It is
believed the crankcase has been replaced at some time, but when acquired in
1959 it still had a lot of sand on it. This suggested it had been raced in its
present form. The straight-through exhaust pipes are those fitted before I
acquired it. It is quick and handles very nicely. It uses Castor based oil.
Pic & words Courtesy The Milntown Trust
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Chairman’s chat
Dear Members,
I start off this time on a sad note. As many of you will know Margaret Robinson
and Irene Robinson passed away recently. We extend our sympathy to Dudley
and Clive from everybody in the section and we have sent a donation to the Isle
of Man Hospice on your behalf.
With the winter weather still making its presence felt we are fortunate indeed to
have the facilities of the Peveril Motorcycle club’s headquarters for our monthly
meetings. Our thanks must also go to Geoff Brazendale, for attending our
February meeting and informing us all of the workings of the LE Velocette, and
of course Brian Cope for the loan of his immaculate MK11 model.
Tony’s film night in Peel proved popular and it is likely to be part of our future
calendar, great stuff! The programme for the rest of the year is also set, Tony
East will keep you informed of any changes.
On a different note, whilst going through the entry lists for last years events, it
is noticeable that very few of you are giving your machine details. Triumph 500
is not really enough information, please help by spending a few extra seconds
to state the make, year and model of your bike. The information is not divulged
to anyone other than club officials. It gives you a chance to win a club award,
and of course bring your membership card when you sign on, thank you.
We have a number of challenges ahead including the question mark over the
future of the MGP and its funding. Please fill in the on line survey and show
support for this important event. I for one would be totally against its curtailment.
Members of the committee will be in attendance at the Stafford Classic Bike
Show to promote the Island, the MGP and of course our events.
We are always open to suggestions for the future and Job needs articles for the
magazine. Keep between the hedges
Richard
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Secretary’s Notes
Hi Everyone,
Time really flies by when you get to a certain age, seems like one magazine
is put to bed and the next one is on its way.
The start of the year has been reasonably good for the Club with a sell out
Dinner at Mount Murray. For those unable to attend a presentation cheque
was made, from the VMCC Isle of Man Section,to the Hyperbaric Chamber
Charity for £3,250. This was followed by our highly successful first film
night at the Peel Centenary Centre. Profits from that were £200 and this was
given to the Joey Dunlop Foundation. So we can all give ourselves a pat on
the back.
With the impending Budget about to hit us all, one might be forgiven for
fearing for the future of the MGP Festival. Comments in the newspapers and
on the various forums place a serious focus on what appears to be, on the
surface, a loss making event for the Government. If it was decided to scrap
the MGP the Island would immediately lose the five and a half million
pounds spent by visitors. Some hotels would close and the Steam Packet
Company would be in an even more serious condition. The Government
would lose the VAT revenue that the MGP produces, no VMCC Rally, no
Festival of Jurby, no tourists. Clearly this scenario is out of the question, and
I am sure that we will see the continuation of this great Festival albeit with
possibly a change of name and changes to the Race Programme. The
organisers should be aware that if the programme is shortened or the classes
changed too much, perhaps the riders will not bother to come here as the add
on cost to them in a declining UK economy is horrendous.
On the brighter side huge savings must be available within our bloated
Government, which has spent money like water during the years when the
UK were being over generous with the VAT revenue. Accountants should not
be allowed to make the ultimate decisions over events that affect us all. We
need people with vision and courage to make the decisions affecting our
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future. You may say “What has this to do with our Club?”. Our Club, The
Manx Motor Cycle Club, the Two Day Trial and the One Day Trial are all
working together to encourage footfall to our great Island. We need to
increase visitors to the MGP festival by at least 11% this year, compared to
last year. On the figures coming out of The Steam Packet we are well on the
way to achieving this target. Enthusiasm, working with the Dept of
Economic Development and singing the praises of the MGP Festival to
anyone who will listen will help us to do this. Let’s save the MGP Festival!!
Entries for the VMCC TT Rally are coming on nicely, and the MGP Rally,
the Festival of Jurby and the VMCC Closed Roads Parade figures are all well
up on last year. Please get your entries in early for these events as the closing
dates may have to be brought forward due to high demand.
Membership rose by five in December and a further six in January, and a
warm welcome to all those new members. If you have not already done so,
please email Steve Price <[email protected]> with your email
addresses, so that he can put you on our contact list in the event of any last
minute changes to Club events.
We have heard that the historic road tax has increased by 10% this year to
£11, while other road taxes have only gone up by 6%. Perhaps we should
invite the Minister to a Club Night at Knock Froy to explain his reasons for
this. A Federation of Historic Vehicles has been recently formed and Chris
Proctor and I have attended the inaugural meeting. It is intended, amongst
other things, to be a pressure group when presenting any issues we might
have to the Government. There will be more to report on over the coming
months.
Don’t forget the special mini AGM on march 8th at Knock Froy. It will not
take long, then we can get down to some serious sausage and chips from our
gourmet chef Kevin.
Till the next time “happy riding”
Tony
P.S. Look out in your next VMCC magazine from HQ, enclosed will be
the new MGP Festival brochure. Looks impressive.
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Yellow Belly Notes
The Eagle Has Landed
In Raymond Ainscoe’s latest publication ‘The Murrays Museum T.T. Archive’, there are some evocative pictures of one of the most sensational
motor cycles ever produced; the amazing Moto Guzzi V8 racer. That marque
has been linked with the Isle of Man since 1926, with a roll call of riders
from the British Isles, which reads like a ‘dream team. Add to that the names
of the Italian riders and not forgetting the ‘colonial’ racers, and the factory
by the lake in northern Italy has had a long and successful association with
the T.T.
In 1937 the dashing Omobono
Tenni won the lightweight T.T.
and the journalists at the time
were excited by his brave style.
One commentator said “ Tenni
corners with mad abandon”
That victory and the Isle of
Man itself meant so much to
him that his son was christened
Titino. Pic 1. Part of your LinPic. 1
colnshire correspondent’s collection of stylish Omobono
Tenni T - shirts.
The marque was born out of a
meeting of aviators in the new
Italian Air Force during the
first world war; Carlo Guzzi,
Pic 1 Parodi and Giovanni
Giorgio
Pic 1
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Pic 2
Ravelli. Ravelli lost his life in a flying accident and it was in his memory that
the Air Force eagle was adopted as the Guzzi nameplate symbol.
What followed can best be described as a ‘Golden Age’ which lasted until
the Second World War. Starting civilian production again in 1946 required
a cheap, mass - produced bike and Guzzi came up with the Motoleggera. It
is a 64c.c, disc valve two-stroke. Pic.2 This one came from a barn in the fens
of south Lincolnshire and had been sold in Spain as a ‘Hispania’.
The great post-war success is the transverse V-twin employing shaft drive.
From the introduction of the V7 in 1967 variations of this power unit have
been at the heart of more than 40 models. In fact, the current range in the
show rooms have a ‘retro’ look to them that other manufacturers employ
stylists to create. Racing success (with this layout) came under the influence
of Dr John Wittner, the American tuning guru. In the mid 80’s even the great
maestro Arturo Magni began a tie up with the factory; using Guzzi engines
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to create this fabulous looking
bike. Pic.3.
In 2002 the factory produced the
MGS-01 Pic.4, a limited edition
(50) track only offering, bristling
with high tech details and up to
date chassis design and powered
by guess what? Yes, that’s right, a
transverse air- cooled V twin employing a shaft drive. I took this
one to your lovely island for the
MGP Classic Festival 2011 and
displayed it in the Italian marquee.
We had preliminary talks with a
rider with a view to racing it in this
year’s T.T. but for one reason or
another, he chose not to.
Pic 3
Pic 4
Pic 4
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However, all is not lost because British Historic Racing are running a
‘BEARS’ series this year, so we shall be using a 1984 Mk III Le Mans and
I hope to keep you informed of its progress throughout the coming season.
Pat Sproston: Louth, Lincolnshire
Bibliography
The Murray’s Museum T.T. Archive: Peter Murray and Raymond Ainscoe
Moto Guzzi: Mario Columbo
Question 1: Name this local member.
Question 2: Name the year.
Question 3: ... and what was he doing?
No prizes for the right answers (which are on page 39) but if you
have any other photos of members’ past motorcycling misdemeanors,
the editor is always happy to receive them!
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Bert Houlding: TT Pioneer
No doubt Canon Basil Davies, the celebrated "Ixion", is the most well known
ecclesiastical personage whose literary efforts have graced the pages of the
motorcycle journals. But not too far behind him is the Reverend John
Hodgkin, who was inducted as Curate of Whittington (just outside
Lancaster) in 1905. In the years preceding the Great War, Hodgkin indulged
himself in his twin passions: motorcycling and photography.
Hodgkin on his 1910 two-speed Scott of 450cc,
with water cooled heads and air cooled barrels
The Reverend appears to have owned a host of pioneer machines, such as
Singer, Scott and NSU models, and to have observed a number of local hill
climbs and reliability trials. He also photographed these events and
contributed both reports and illustrations to "Motor Cycling". Indeed there
are hints that he contributed articles under the guise of "Cyclops" - one of
classic motorcycling journalism's most famous pseudonyms, alongside the
likes of "Michael Kirk".
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Fortunately for posterity, some of Hodgkin's pre-Great War glass plates
survive, in the care of the Whittington Historical Society. And we can now
see over of dozen of them in Paul Ingham's newly-released third book,
entitled "Bert Houlding: TT Pioneer". There are depicted local children
clambering over the Reverend's prized steeds, rare Williamsons seen at an
event in Whittington, racing Scotts ready to load at Heysham, a local hill
climb and so on.
Three likely lads try a 1909-10 P&M for size.
A two speed, with two primary chains at different ratios and selective clutch
The 88 page softback book charts the story of Hodgkin's neighbour, the
Preston-based Bert Houlding. From his inaugural TT venture around the St
John's course aboard a Moveo in 1910, Houlding progressed to the ranks of
a Harley agent, a TT Indian factory rider alongside Freddie Dixon, entrant of
a works TT Diamond and manufacturer of Matador and Toreador roadsters
and sportsters.
He associated with the racing greats of the 1920s, such as Tommy de la Hay
and George Dance, both of whom feature, and produced or tested a number
of one-off racers, such as the Norton-based slide-valve (sic) special built by
Howard of Southport, which are illustrated. There are also two delightful
shots of trams being loaded at Preston docks for transportation to Douglas
prom - and a photo of one of the two Moveo cars which Houlding built in
the 1930s. The Foreword is by Jack Isherwood - like Houlding, a TT racer,
a Lancastrian and an engineer.
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Fred Middleton on his circa 1909/10 Triumph 3 ½ hp Roadster. (Possibly TT Roadster but
with touring bars). Non standard as it doesn’t have cycle type pedals
The book is illustrated with about 150 b&w photos (most of which are
previously unpublished) unearthed from the Houlding family albums. It is
available at £16.00 plus £1.60 postage, cheques to P Ingham at 3 Mendip
House Gardens, Curly Hill, Ilkley, LS29 0DD or on line at www.ilkleyracing-books.co.uk
Raymond Ainscoe
A lady of a certain age is looking for a rider and machine to take her round the TT
Circuit. She has had a hip replacement, but she and her husband were great bike
riders. She says she is now very fit. Their dream was to ride the TT circuit, but
unfortunately he died a couple of years ago. Now she is coming over on a coach trip
and is desperate to ride pillion around the course. She will arrange her own
insurance and will take a taxi to wherever she needs. She is here from August 26th
-31st and can be contacted via Pat East on 878242.
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Peter's uncle Harry with the Zenith and Charlie Murray with the Coventry Eagle
Peter Murray was born in the town of Atheston, Warwickshire, England in
1939, the son of Charles and Emily Murray. In the year 1953, they decided
to move to the Isle of Man, into a property known as 'Santon Villa, in the
village of Santon. This was the location for the start of the Murray's
Motorcycle Museum. Peter's dad Charlie, started to collect motorcycles and
memorabilia for the museum, and the first motorcycle he bought was a
Coventry Eagle, a motorcycle built in 1903. He
bought it from Tom Moore of Billown, The
registration MN 30, was put onto Peter's van before
the bike was sold, quite a few years ago. . After
collecting motorcycles and memorabilia for 10 years
it was time to look for a bigger place for the museum
collection, but continue to live at Santon Villa.
A Mondial Engine,completely overhauled.
The bike, reputedly Hailwoods, came from Reg Dearden
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The Museum moved to Christian Street in Peel in 1964, and stayed there for
5 years. Restrictions on the museum advertising in Peel became a sore point,
so it was time to move on yet again. It was to a place that was to become the
World Famous Murray's Motorcycle Museum at the Bungalow on the T.T.
course. For motorcycle enthusiasts and as a tourist attraction, it was the place
to visit. Lots of vintage and very rare motorcycles were on display, as well
as plenty of memorabilia. As time went on it became more and more
expensive to run the museum, as the running costs were paid by the Murray
family, with no grants or funding whatsoever from the Isle of Man. The lease
on the building was due to be renewed, and the rent was to increase. The only
money coming in was via a donation box on entering the museum, and the
buying and selling of some of the stock.
So after 37 years, the son, Peter, decided to move from the T.T. course. In
2006, Peter got in touch with Steve Griffith, who is the son of John Griffith,
the road test journalist for 'The Motorcycle' magazine, an avid collector of
rare motorcycles. Steve, who is also a Motorcycle and Memorabilia dealer,
was called upon to help sell some of the bikes that had been in the Murray's
Museum. The sale of some of the motorcycles would help finance the move
and restock the museum with road and race bikes from a more modem age.
John dreams of winning…
One of the motorcycles that proved to be the most sought after, on display
and for sale, was a Honda works 125cc twin cylinder, the racer from
1961.This was the bike that was given to Charlie from Mr. Honda's private
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collection. In the mid
70's, Mr Honda was on a
world tour, and made a
visit to 'Murray's', whilst
on the Isle of Man.
Charlie asked Mr Honda
through an interpreter, if
it would be possible to
have a Honda race
motorcycle
for
the
museum.
When
he
returned home to Japan,
he sent the 125cc racer as
a gift.During the sale of
the motorcycles in 2006,
Peter got in touch with
Honda,
and
they
informed him that they
would like to 'buy' back
the bike, so a price was
agreed on and the bike
Peter with the Moto Guzzi – August 2011
went back to Honda Japan. As this motorcycle had come from Mr Honda's
private collection, Honda were keen to have it back whatever the cost. The
motorcycle was probably the race bike that Kunimitsu Takahashi rode when
he won the 1961 Ulster Grand Prix, and not the bike that Mike Hailwood
rode when he won the 1961 T.T.
About 80 motorcycles were sold over a short time. Peter then moved what
motorcycles he managed to keep, along with a lot of new race and road bikes
back into the place where it all started, Peter's home at Santon Villa. It's now
called'Murray'sMotorcycles', and is located on the left hand side,just before
the Fairy Bridge, on the NewCastletown Road, heading out from Douglas. It
has now gone full circle to where it all began.
Asking Peter who was his favourite motor cycle racer, with a big smile he
said'Bob Mclntyre', who rode for Honda at the T.T. in 1961 on a 250cc 4
cylinder.He didn't win the race, but put up the fastest lap in at 99.58 m.p.h.
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Mike Hailwood won with a speed of 98.38m.p.h. Bob Mac had unfortunately
broken down. Although he was the first man to put in a lap of 100mph; in
1957 on a 4 cylinder Gilera, to date he has not had a corner named after him
on the T.T. course.
Asking Peter what his favourite motorcycle would be, he said that there have
been so many great motorcycles built, that it would be impossible to pick
one, which was a fair comment.
Murray's Motorcycles is still open, with free entry. The proceeds from the
donations box go to the Joey Dunlop Foundation and the
HyperbaricChamber in Douglas, which is a great help for all kinds of injury
for people on and off the Isle of Man. So, Peter and his wife Sarah will make
you most welcome when you call into Murray's Motorcycles, Isle of Man
and you'll get an even bigger welcome from their little dog, Penny!
Words and colour pics by John Dalton
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BOOK REVIEW
“Excelsior – The Racing Years”
Excelsior, based originally in
Coventry, were Britain’s first
motorcycle
manufacturer,
starting production of their
own “motor-bicycle” in
1896. The Walker family
took over post WW1 and
were keen to participate in
competitions and racing and
the first mention of this is T.
F. Sinclair’s entry in the
1923 Lightweight TT on an
o.h.v.
outside-flywheeled
Blackburne-engined model.
The 1925 catalogue lists this
as a Tourist Trophy model
priced at £62. 1928 saw
Excelsior riders win five
European and Brooklands
grands prix with 1929 being
the year of the marque’s first
TT win with Syd Crabtree taking the Lightweight honours on his 250cc
JAP-engined machine at record speed. Other successes included the Dutch
and French Grands Prix and 41 firsts and world’s records at Brooklands.
The 1930 Senior TT saw Crabtree entered on a stunning looking Excelsior
powered by the new 500cc o.h.v. V-twin JAP engine, unfortunately retiring
on lap 5. With their JAP-engined racers coming towards the end of their
production, Eric Walker, the managing director, decided that Excelsior
should have its own racing engines so he commissioned Burnley and
Blackburne to design something special. Designer Ike Hatch came up with
what became known as the 250cc Mechanical Marvel. This had an o.h.v.
radial four-valve head with a central spark plug, two splayed downdraught
inlet ports, twin TT Amal carburetters and twin exhausts. The engine came
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straight off the drawing board to win the 1933 Lightweight TT ridden by Syd
Gleave, with Charlie Dodson (New Imperial) in second place. Many wins
were achieved with the “Marvel,” particularly by Danish rider Svend
Sorenson, but it was retired at the end of the 1934 season as it was considered
too complicated to offer for sale as a production racer. That role was filled
by the stunning looking two-valve overhead camshaft Manxman model.
Burnley and Blackburne again supplied the Ike Hatch-designed engine, with
technical manager Alan Bruce designing the frame with Charlie Manders,
Tyrell Smith and Ginger Wood as the works riders. Although the Excelsior
Manxman never won a pre-war TT, it was placed second three times and
third in 1939. Whilst intended as just a taster, prior to a possible full history
of the marque, this well-illustrated book suffers from its scrapbook style of
design and general lack of information.
Author: Paul Ingham - Foreword by Jackie McCredie
Published by Ilkley Racing Books, 3 Mendip House Gardens, Curly Hill,
Ilkley LS29 0DD. - Soft back, 215 x 270mm (portrait); 112 pages with over
170 photographs and illustrations. ISBN 978-0-9524802-8-0
Limited edition of 500 copies - £20.00
Book reviewed by Jonathan Hill
A hearty welcome to these eleven new members:Bruce Kirkham - 2 King Orry Place, Glen Vine IM4 4FP
James Kirkham - 2 King Orry Place, Glen Vine IM4 4FP
Duncan Smith - 51 Barrowule Park, Ramsey IM8 2BP
Derek Russell - Westlands, Jurby Rd, Ramsey IM8 2BP
Gareth Iball - 7 Honeysuckle Lane, Abbeyfields, Douglas IM2 7DY
Gary Smith - 8 Baccellis, Peel IM5 1WZ
Graham Thomas - Uppermill Ballanass Rd, Lower Foxdale IM4 3BE
Justin Warby - The Lough, Bernahara Rd, Andreas IM7 2EL
Samuel Trevor Holt - 7, Westhill Village, Jurby Rd, Ramsey IM8 3TD
Tony Conway - 23 Bray Hill, Douglas IM2 5BF
Joe Wood - Ballavastyn Cottage, Andreas, IM7 3EG
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March
Thursday 8th
A.G.M. and entertainment. 7.30pm Knock Froy, Santon.
Sunday 18th
Trial. Ballagarraghyn, South Jurby. Handicap Trial. 1.30pm
Sunday 25th
Road Run Chairman's Opening Run. Mooragh Park Ramsey
1.45 for 2.00pm start.
April
Thursday 5th
Club Night 8.00pm Knock Froy, Santon. Bring and Buy
Sunday 15th
Trial. Garey Moore, Ronague. Start 2.00pm.
Sunday 22nd
Road Run and tea party. Mooragh Park, Ramsey
1.45 for 2.00pm start. Organiser Jim Crook.
May
Sunday 6th
Bob Thomas Memorial Run from T.T. Grandstand
1.45 pm for 2.00pm start. Organiser Paul Bolster.
Saturday 19th Geoff Cannell Memorial Trial. Bimson Field, Onchan. 2.00pm.
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The 2011 Trials Season
by Andy Sykes
Competitors Photo call
Shaun Seal, helpers and observers, did a wonderful job running Vintage
trials in 2011. The following is a calendar of events as they happened.
As a one off, the January event counted towards the 2010 championship, so
the opening round was in February at West Baldwin Bridge. It's always a
muddy event here and Jim Davidson now Tiger Cub mounted won a tie
decider with Kevin Whiteway (Honda) to take the first points of the season,
with Mike Harding (Suzuki) leading the B route.
March was the Handicap trial and the older riders used their handicaps to
full advantage. Andy Sykes on the rigid Bantam quite likes the sandy
sections at Ballagarraghyn, which give no advantage to the the bigger bikes,
or everybody else who has suspension, so it was quite a comfortable win.
April was down South at Garey Mooar and Kevin Whiteway again lost the
tie breaker, this time to Shaun Huxley in quite a high scoring trial, Mike
Harding topping the B route.
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The May trial is now established as the Geoff Cannell Memorial, held at
Bim's field, by kind permission of owner Mark Bimson. Phil Ward (Yamaha)
has won on more than one occasion, I think this was his third. It's nice that,
though younger than Geoff, he competed with him for many years. On the B
route it was Andy Sykes just holding off youngster Thomas Cairns (Beta).
June and July are usually months of rest, but not this year in making up for
no January event, June saw a trial in Kings Forest. At last Kevin Whiteway
got a win over Shaun Huxley and it was a treat to see Stephen Franklin get
the win on his old James over the Japanese in the B class! In the Youth
classes Daniel Smith (Beta) and Thomas Cairns were starting to dominate in
the A and B classes respectively.
Just before the Two Day Trials, Pooil Vaaish was the venue for August . It
was Shaun getting it over Kevin to keep things tight at the top of the
Championship, Richard Bairstow on a little 175 Yamaha winning the B route.
Ties are so common at Vintage trials, it's no surprise that we had one again
in September, in round 5. Phil Ward (Yamaha) who used to live round the
Stoney Mountain location, lost the tie decider by two cleans to Shaun Huxley
with Kevin Whiteway third. Mike Ellis (Yamaha) had his first win in the B
class.
The Southern club were generous in allowing their land at Carnagrie to be
used for the October trial, it was fairly wet but it's been a lot muddier in the
past. Kevin Whiteway had a comfortable win from Jim Davidson with
Shaun Huxley third. After missing a couple of events Ashley Gardner
brought his big shiney BSA out and won the B class, while Ashley junior
(Gas Gas) put one over Daniel Smith (Beta) in the Youth A to make it a
family double.
At the Dhoon Quarry in November for the penultimate round the sections
were a bit easy, but it's the same for all. One dab for Kevin Whiteway was
to prove his undoing, while Shaun Huxley went clean to win the day and go
two points ahead in the A championship. Graham Thomas on his immaculate
Honda was third today and good enough to eventualy finish third in the A
championship. Ashley Gardner again won the B route but Mike Harding
(Suzuki) had already sewn up their championship. Thomas Cairns was to be
the only rider in any class to maintain a 100% record and duly win the youth
B, while Daniel Smith had to go to the last round to secure A youth honours.
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The invitation class A was largely contested throughout the season by Paul
Smith (Suzuki) and Sammy Ball (Fantic), Sammy winning the last round to
make sure of the title, and not for the first time. Brian Kinrade (Beta) won
most of the early invitation B rounds and amassed enough points to get this
class championship.
On the last round, in December at Stoney Mountain again, it was thought
the winner between Shaun Huxley and Kevin Whiteway, would take the
main title. A wild card ride, by Grant Harding on his father David's Tiger
Cub, really upset the apple cart. Grant won the trial, so taking the top points.
Kevin beat Shaun on the day but the points difference between second and
third was only two, so with a years total of 140 points each the championship
was tied. Nobody deserved to loose, but the approved ACU decider for such
a situation is the rider with the most wins takes it. Kevin won two rounds,
Shaun won four so was the 2011 champion. Has it ever been closer? I don't
think so!
Thanks to all the land owners, without whose sporting generosity there
would be no trials. Here's to more good trials in 2012.
Jack Ward on Bob Thomas’s Douglas during the first VMCC IOM Vintage Trial in 1967
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VMCC TRIALS RESULTS 2011
Vintage A
1 Shaun Huxley (James)
2 Kevin Whiteway (Honda)
3 Graham Thomas (Honda)
Vintage B
1 Mike Harding (Suzuki)
2 Mike Ellis (Yamaha)
3 Richard Bairstow (Yamaha)
Best 4 Stroke
Kevin Whiteway (Honda)
Best 2 Stroke
Shaun Huxley (James)
Handicap Trial
Andy Sykes (Rigid BSA)
Geoff Cannell Trophy Trial
A route Phil Ward (Montesa)
B route Andy Sykes (Rigid BSA)
Invitation A
1 Sammy Ball (Fantic)
2 Paul Smith (Suzuki)
3 Oliver Megson (Gas Gas)
Invitation B
1 Brian Kinrade (Beta)
2 Justin Warby (Gas Gas)
3 Gary Smith (Montesa)
Youth A
Daniel Smith (Beta)
Youth B
Thomas Cairns (Beta)
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Stanley Woods
Stanley Rounds Governors Bridge on his Velocette in the 1938 Junior TT
Stanley Woods is a name synonymous with the TT. He was a great man, one of the
best TT racers of his era.
He was born in Dublin in November 1903 and moved with his family from various
addresses until they settled on the outskirts of Howth, a seaside village in Co.
Dublin. He spent his formative years there, eventually moving to Sutton where he
was taught to ride a bike by a friend when he was only 16 years old. The family then
moved back to Dublin. His father was a salesman with the English toffee firm of
Mackintosh's covering, before partition, the whole of the thirty two counties of
Ireland.
On leaving High School, Stanley Woods assisted his father by driving him around
Ireland on a Harley Davidson bike and sidecar. Though he could ride a bike, he
received further instructions on how to drive such a powerful machine from the
senior mechanic employed by the garage from which it was purchased. The
instructor was none other than C.W. Johnston (Paddy), who introduced Stanley to
the world of competition.
Page 24
From there things progressed. He entered the Harley sidecar in the 1920 Hill Climb
in Co. Wicklow and made the fastest time in the sidecar class. Next he went with
Paddy Johnston to see the 1921 Isle of Man Senior TT and they decided there and
then they could do that and they did! So started his illustrious racing career.
Stanley Woods entered his first TT race in 1922 when he was eighteen years old.
He competed in the Junior on a Cotton and finished in fifth place, whilst his friend
Paddy Johnston was a contender in the Lightweight on a New Imperial, but retired.
Stanley competed in the TT consecutively from 1922 – 1939 on nine different
manufacturers bikes, listed as follows:Cotton, Scott, New Imperial, Royal Enfield, Norton, Guzzi, D.K.W. and
Velocette.
He was once asked which was his most memorable TT. He
replied “They were all memorable in one way or another,
though on looking back, I well remember the 1938 Senior
TT, when riding a Guzzi. I snatched victory from Jimmy
Guthrie by four seconds on the last lap. “
His TT record was impeccable. He rode thirty seven races,
finished in twenty one, achieved eleven fastest or record
laps, won ten,
was
placed
second twice and
third once. He was never lower than sixth
and in 1932, 1933 and 1935 won two TTs
in a week.
In 1925 Stanley Woods became a
Mackintosh's rep himself, but after after a
couple of years left and with the
assistance of his father they opened their
own TTToffee Works in Grandby Place,
Dublin. This however didn't last all that
long, from 1927 till the early thirties,
when the general recession began biting
deeper. Seeing the writing on the wall
they closed the factory down. Though he
had raced in various events he was now
free to pick and choose.
Page 25
All this of course was long before I met him. We didn't meet until 1947 at Hillberry
Corner during a cold early morning TT practice. There were few people about and
he was instantly recognizable, talkative and friendly. Stanley Woods was observing
Stanley prepares for a lap on the Guzzi 350 on the 50th anniversary of the TT in 1957.
an Irish rider, Artie Bell, making his debut on the TT course. He reckoned taking
the correct line on the Corner would knock seconds off the lap time. Apparently it
did as, Artie Bell from Belfast on a Norton finished second in his first Senior TT
seconds behind the winner Harold Daniell, plus joint fastest lap with Peter
Goodman of 26m 56s. In 1947 Hillberry Corner was much as Stanley Woods
remembered it when he last raced in 1939.
Then, he won the Junior on a Velocette, With H.L. Daniell - Norton second and W
Fleischman,- D.K.W. (Germany) third
The Senior TT was won by G. Meier - BMW (Germany), J.M. West – BMW
second and F.L. Frith - Velocette third.
Today Hillberry Corner has been widened considerably making it safer and much
faster. The old white farmhouse has long gone and been replaced by a modern
bungalow set well back from the road.
Page 26
Through the intervening years I would frequently see Stanley about during TT. In
1990 he was President of the TT Riders Association when we became acquainted
again through a donation I had sent him for the TTRA. His reply to my letter was
interesting and required an answer which I readily sent. By then his much loved
wife had died and his health was slowly beginning to decline, but he was fond of
letter writing and his interest in all aspects of motorcycling was as great as ever.
I enjoyed replying to his occasional notes, they were quite topical and he had a good
sense of humour. I had mentioned to him that I was “trying” to learn Manx Gaelic
but was finding it rather difficult. Stanley Woods himself could speak a smattering
of Irish Gaelic and as there is a similarity between both languages it was quite
interesting at time to interpret his Gaelic.. Sadly his eyesight deteriorated which was
a great shame as he had exceptionally good handwriting and a great Irish turn of
phrase.
Though he was in hospital I sent him a card now and again – hoping a kind nurse
would perhaps read it to him. Stanley Woods died in July 1992.
In 1990 all his Cups, Trophies, Medals etc., were on permanent display in the
Ulster Folk and Transport Museum in Belfast – I assume they are still there.
I have a few notes and an autographed booklet, Stanley Woods, A Short Biography
by W.F.McCleery amongst my momentos. It was a privilege to have had a short
acquaintance with Stanley Woods, one of the greatest all time TT riders.
Dorothy Greenwood
Page 27
T.L. Wood was born 17th February 1912 at Saddleworth,
Yorkshire. He competed in the Isle of Man TT from 1947 to
1953 riding a Velocette in Junior and Senior and Moto Guzzi
in the Lighweight (apart from riding a Norton in the 1951
Senior).
In 1949 he finished second in the Lightweight TT.
1. Manliff Barrington – 250 Guzzi
2. Tommy Wood 250 Guzzi
3. Roland Pike - Rudge.
In 1951 Tommy finally won the Lightweight Isle of Man TT:
1. Tommy Wood - 250 Guzzi
2. Dario Ambrosini – Benelli
3. Enrico Lorenzetti - 250 Guzzi
Also, in 1951, he won the 350 Spanish GP at Montjuich on his 350 Moto Guzzi.
He lived for many years in Southampton – on retirement he moved to Portugal.
Page 28
Sons of Thunder
Pt 3 -
The Superior motorcycles of Aircraftman Shaw
George Brough on MK1 Brough Superior
Shortly before he was due to leave from Southampton by ship in early
December, Lawrence crashed the Brough and badly damaged it. … Alb
Bennett took the wreck for £100…” He told Francis Rood “… I sold
the bits, and am not fit company for the world ...”
Before leaving for India he also wrote George Brough, whom he had first
met personally in 1925, enclosing a testimonial for his machines,
“...yesterday I completed 100,000 miles since 1922 on 5 successive Brough
Superiors ...” [though he did not want his name published]. He remarked
that his SS100s were ‘incomparably better’ than the Mark 1s he had owned
earlier “...fast and reliable as express trains, and the greatest fun in the world
to drive … very expensive to buy but light in upkeep ... [he quotes 50-65
Page 29
mpg petrol, 4000 mpg oil] ...hold the road extraordinarily. I’m not a speed
merchant but ride fairly far in the day ... occasionally 700miles, often 500,
at a fair average. Riding position and slow powerful turnover of the engine
at speeds of 50 odd give one a very restful feeling … the jolliest things on
wheels.”
There was to be no more motorcycling for Lawrence for two years. He was
posted to the new RAF camp at
Drigh Road, Karachi – during his
time there he never once left it to
visit the city. He told Mrs Shaw that
he was “… killing time there till my
books are forgotten …” In a letter of
June 1927 he wrote that he wished
for “… tarred roads and a Brough…”
In early 1928 a publisher made
Lawrence an extraordinary offer, as
he told his friend Sgt Pugh; “… a
publisher wrote and asked if I had
any little poems I’d let him publish
[a hen might as well lay cabbages as
Augustus John Pencil Drawing 1928
me write poetry] because if so he’d
send me the latest Brough Superiors
for the years 1928-29-30-31-32. I told him - [a] that I had no poems [b] that
Karachi had no roads ...”
However, Lawrence’s wished–for anonymity in the sub-continent was not to
be. After Karachi he was posted to remote Miranshah, ten miles from the
Afghan border. A revolution broke out in Afghanistan and the Daily Herald
broke the story that “Lawrence, the arch-spy of the world” was working
undercover and actively involved. There were questions in the House and
the Government of India formally requested the Air Ministry that Lawrence
should be removed from the sub-continent as soon as possible. Trenchard
offered Lawrence a posting to Aden or Somaliland but emphasized that the
final choice had to be his. Lawrence elected to return to England.
Page 30
It had been intended to disembark Lawrence at Plymouth, the SS Rajputana’s
first port of call, but the Press were lying in wait, so he was smuggled off to
London. In Feb 1928 he wrote Sir Hugh Trenchard requesting 36 days
overseas leave before taking up his next posting at RAF Cattewater [ later,
largely due to Lawrence, re-named RAF Mount Batten]. He explained “…
Some anonymous people [in fact Mrs Shaw and some other close friends]
have bought and sent to me a motorbike, the current model of the great things
I used to ride. It’s cost is three years of my pay, and I feel pauperized, but I
will try to pay it back to them in time …”.
That same month he wrote Col Newcome “… I am in London with one suit
of plain clothes and two suit of uniform, and a motorbike…”. The same day
he told Henry Williamson, author of ‘Tarka The Otter’ and a North Devon
resident, with whom he had become acquainted after writing a lengthy
critique of the book
“…They have posted me
to Plymouth – so if ever
the
frost
breaks
[Brrr…Ugh..] a motorbike
will disturb Skirr Cottage.
A horrible bike; but so
beautiful in its owners
eyes and heart! …”.
A week later he was still in
London writing plaintively
“... I am frozen in London.
The bike is in Nottingham
[at the Brough factory] and
the roads all ice and snow,
so she cannot travel them.
The first day of melting I
will go up there by train
and ride her down. But
will it ever melt?…”.
Once the thaw allowed
him to report there, RAF
Lawrence's London residence in Barton St
Cattewater, Plymouth, was
Page 31
The S6B was powered by a supercharged Rolls-Royce 1900 hp engine,
and represents one of the major technical achievements in British aviation
between the two world wars. Not only did the plane win the Schneider Trophy, but also became the fastest vehicle on earth, setting an absolute
speed record of 407.5 mph.
to prove a better posting than Lawrence could have imagined. His C.O. was
Wing Commander Sidney Smith, with whom he soon became close friends,
he was also welcomed by Smith’s wife Claire, who would later write a book
about this period in their lives. Lawrence liked Cattewater from the start. He
described it to Mrs Shaw in March 1929 “… A tiny station, on a rocky
peninsula projecting into [Plymouth] Sound. The whole peninsula with its
quays and breakwaters is RAF. There are about 100 of us … the airmen all
praise the camp and its conditions … the food is excellent: the place is
comfortable: restrictions very slight, and those sensible …”.
Cattewater was then, as later, a seaplane base. Lawrence’s work there
revolved around motorboats, about which he was as much of an enthusiast
as he was about motorcycles. He was a very able mechanic, and well
acquainted with the latest ideas in hull and engine design, having owned
speedboats himself. In his second year back in England he was one of the
Support Team for the RAF entry in the 1929 Schneider Cup races, which
were held at Cowes. The Air Force contender was again one of
Page 32
R.J.Mitchell’s brilliant Supermarine seaplane designs, the S.6 – from these
streamlined racers would eventually evolve the Spitfire.
During the races Lawrence was sent to Calshott, a station he disliked.
However he and Sidney Smith had found comfortable quarters aboard the
‘Karen’, a luxury motor yacht owned by a friendly millionaire. One of the
Karen’s tenders was an American Biscayne Baby speedboat, which had
consistently suffered from engine problems. These Lawrence was able to
solve, and he soon had the ‘Biscuit’, as he and Smith had named her, running
superbly.
The millionaire was so delighted that when he left Cowes he presented
Lawrence and Smith with the speedboat as a memento. They took it back to
Cattewater where it was used as a runabout, Lawrence taking his friend Lady
Astor, who like himself enjoyed ‘the Lust of Speed’, and sometimes rode
pillion on Boanerges, out in the ‘Biscuit’ on a number of occasions.
To be continued ...
Allan Jermieson
WANTED
This small book of 79
pages by Ralph Crellin
Printed in 1995.
6 x 8 inches in size
If you have one for
sale please ring John
on 01624 - 619463
Page 33
Part four of
Motorcycles
by Bob Thomas
Bob on the 1906 FN
Perhaps a more detailed description of the finding and rebuilding of the FN will
be of interest. Having bought my first ABC back in 1942, I saw another one
advertised early in 1945, and quite close to home. I just could not resist it and
went with my father to have a look. It seemed to be in much better condition
than mine, also it had a much better valve rocker set up, a proprietary unit by
Taylor/Young, with roller bearings all enclosed. Of course I had to have it! As
we were about to finalise the deal the owner said "Are you interested in this?"
"This" turned out to be a very early four cylinder FN in a truly dreadful state,
but when he said "Take the two for twenty pounds" it was just too tempting!! I
can't remember how we got them home, we only had my 1932 Morris Minor
car, but somehow we did.
Page 34
Then began frantic letter writing to verify the date of the FN, and just what the
missing pieces should look like - there was quite a lot missing! After a letter to
the makers in Belgium it was confirmed as being a 1906 model, so something
had to be done. The wheels had disintegrated, there were no brakes, no pedalling
gear - in fact, just the engine, frame, forks (broken a long time ago) and the brass
petrol tank. The first job was to strip it all, clean and paint, then stand back and
compare it with photographs of similar machines.
Then we started to rebuild the wheels - so that at least it could stand up and look
something like a motorbike. The back brake drum was there, and we found it
should be an internal expanding, with also a band brake on the outside. The
brake operated by a handle bar lever, the internal shoes by back pedalling. It was
found that 8 inch Enfield type shoes could be persuaded into the drum and I had
to make a new plate to carry them. I also had to devise a form of linkage to the
the pedalling brake, part of which, ie spindle and chain wheel, still existed. The
next task was to make up the contracting band for the outside brake. All this was
done working from advertisement pictures with a magnifying glass. By now
enough was done to take photographs to submit in order to have it accepted for
the Pioneer Register. New mudguards were bought, and fitted with suitable
valences - as near as possible to what we could see in the pictures. The front one
was a "Teaser" as one part moved with the front part of the fork, the rest being
Bob's first bike, a 1914 BSA cost 7/6 (37.5 p if you are too young to know Lsd)
Page 35
stationary with the rear part. We were fairly successful and it all looked and
worked OK.
It was now August and we started getting optimistic. The magneto was sent off
for overhaul and work started on the engine, which was found to have done a lot
of work, and was badly worn. The cylinder bores were quite bad, but the
cylinders were deemed to be too thin to rebore - even if we could get pistons.
They were cleaned up as well as we could, and with the "unworn" lower ridges
bored out it was possible to refit the pistons with new rings and achieve
reasonable compression. The plain big ends were refurbished and the whole lot
reassembled. It was by no means a really satisfactory job, but it would serve
until a better one could be done later, when better bits and pieces might be found.
Come December it was thought sufficient progress had been made to consider
entering for the March Pioneer Run to Brighton - but there were problems with
the magneto and the overhaul was taking a long time. By now the rest was in
sound and complete order, the final tittivating as usual taking longer than
expected. Anyway February arrived, but no magneto.......eventually it came just
four days before the day of the run. Would that bike start? - no way!! Bear in
mind it was a single gear machine, with no clutch, all we could do was to pedal
it or push it until something happened. It would nearly go, but not properly. We
towed it behind the car - it would burble along, but not pulling weight. Just to
help matters - it started snowing. Come the Saturday (the run was on the
Sunday) we gave up and went to bed.
Now in those days in the Pioneer Run one had to have an observer riding close
behind you to record any "stop" so I had arranged for a workmate to do this for
me. We were to meet at the start at Epsom. Anyway, to resume. About 4 am on
Sunday, Dad woke me saying "I've an idea, let's give it one more go!" It worked!!
I dressed and set off for Epsom. In Kingston one of the pedals came adrift,
fortunately outside a garage, where there was a light in the workshop. I went in
asking for help, the man inside said "Yes, I'll braze it for you" he was none other
than the father of John Cooper, and he was working on one of the new Cooper
"500" racing cars! He brazed it and I went on my way.
Getting to the start I met up with my mate Bill, he said, "I'll take the haversack"
(it held my grub and the tools). That was the last I saw of him until next morning
at work. He asked me what had happened, "I went up and down, doing 300
miles looking for you!" Meanwhile I had a reasonable run, got to Brighton OK
Page 36
but was losing power. I bought myself a sandwich and set off home, but at
Hardcross the loss of power worsened and eventually I came to a standstill
between two hills, and couldn't get up either! A fellow with a big Brough sidecar
took pity and said "I can tow you to Kingston, but then I have to turn off' I said
"Fine, but remember I have no clutch, and the engine will be turning all the time
- so not too fast please!"
The Vauxhall, taken at Milntown in 1984. Note the 'fluted' tank
similar to the bonnet on some Vauxhall cars
Well 50 mph is not fast on a Brough - but it is on a 1906 FN with no clutch or
serious brakes, and holding a little decompression lever !! Anyway we got
safely back to Kingston, and he departed. I managed to restart, luckily no more
hills were involved. I got home in the dark, no lights, about 9 pm. Very tired,
very hungry - but we had made it! There and back, first time out - with a Second
Class Award. I sent some photographs to FN., they were very complimentary.
In 1947 I rode a 1913 ABC and lent the FN to a friend - again it made it, in fact
it made it fairly regularly until I eventually sold it - which is how I came to get
the Vauxhall!
It was at one of the VMCC lunches that I mentioned to my neighbour I regretted
parting with the FN. He said "Would you like a Vauxhall?" Now I had vague
memories of Dad and my uncle, who worked at Vauxhall's discussing this when
Page 37
I was a kid. I had no idea of what it was like, but on being told it was a shaft
drive four cylinder, I said "Yes, how much?" "Nothing, you can have it, but a
lot is missing". It transpired it was dismantled around 1937, changed hands
during the war, and while the frame and other parts were waiting to be put away
the wartime "salvage collectors" did just that, and took them away. Later, my
Bob and the Vauxhall on the 1976 VMCC Manx Rally
friend, Stan, collected what was left, except the wheels, which were stored
under the floor of the house. When he gave me the bits he had to go back to the
house and ask the new tenant if he could take up the floor to get the wheels!
At that time Clive and I were friendly with the designer at Lea Francis Cars, we
were using one of their engines in Clive's sprint car - and he knew the chief
designer at Vauxhalls. So with suitable introductions I wrote asking for information, what I got was nearly a full set of drawings, half full size. It was from
these over the next seven years I made the missing bits, with the results you all
know. Sadly this all took place thirty years ago, and the poor old bike is
beginning to show its age again, but goes as well as ever.
To be Continued...
Page 38
Competition time Answers
Q.1 Ray Knight
Q. 2 1974
Q. 3 Testing a Puch Maxi Moped
Page 39
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300+ VEHICLES ALWAYS ON
SHOW AT BETTRIDGE’S
Mines Road, Higher Foxdale
opposite Foxdale School
Page 42