riders roll of honour - Vincent HRD Owners Club

RIDERS ROLL OF HONOUR
Jacqueline Bickerstaff
MPH 690
Page 23
The Riders Roll of Honour was the idea of our Club's founder, Alan Jackson. Of course, the club has Honorary members,
celebrated for their various contributions to the world of Vincents and the club, but this very select group cannot encompass
everyone who has done something of note. Alan's idea was to try and gather together a list of the riders whose riding
exploits, over the years, have built up into the legend of the Vincent. This list appeared in June 1988 (MPH 473), with a few
additions appearing in March 1990 (MPH 494), together with some advice on the criteria used. The Roll runs to over 80
names, and thus is too long to be regularly repeated in MPH, in the way that Honorary members are listed every issue. For
this reason, it has received little publicity over the years, and so the names, and their exploits, perhaps continue to fade. The
objective of this series is to add a little more detail, where possible, to the brief comment accompanying the 1988 listing,
and also to regenerate it in electronically held copy that could be more widely used, such as on a website.
Much of the Vincent legend was generated in the early years, when sporting use and record breaking was at its maximum.
Two important criteria for the list are that it is strictly for riders, and that those rides should themselves have brought
attention and respect to the marque. Thus even PCV does not feature, for, although the central character and driving force
for the marque, his contribution was not of famous rides (or at least, no-one has yet researched any). Similarly, since the
Vincent was built for touring, even quite extensive touring, which is a major modern use of the machines, is not of itself
enough for inclusion. Nevertheless, there are examples in the list of outstanding riders, who have succeeded not only in
enjoying the machine for its designed purpose, but also drawing the motorcycle world's attention and contributing to the
lustre of the marque - Stuart Jenkinson and Vinnylonglegs with over 1,000,000 km and still leading touring parties on this
Series D are a case in point.
Alan Jackson did a huge amount of work researching the majority of the listed riders, but he also had the benefit of having
lived through the early post-war years when the Vincent legend was in formation. He could make judgements on whether
names of the past played a significant part, either shining brightly for a short time, in a less bright but more sustained
fashion, from his own experiences and recollections. I have only dusty magazines and reports to work with, so the entries
alongside names cannot fully reflect the characters they describe - and any additional comment from members who do
remember, or have studied the carers would be welcome.
Starting the list in alphabetical order, A covers the first three entries.
P .M. Aitchison
Peter Aitchison was a competition rider in the pre-WWII years. He competed in a range of events, including Brooklands,
Road racing, Hillclimb (on an A Rapide). He received some works support, including a works bike for the 193717 (which
retired on lap 4 with a broken chain), and a 'racing Rapide' for the Dublin 100 in which he finished second in the 1000cc
class. At Brooklands, in 1938, he took a Flying Kilometre win at 90.2mph.
Jose Amat
Amat were the Cuban importers of Vincents - and partial to chrome plate as remembered by Philip Vincent in `The Vincent
HRD Story', where a machine with chrome plated tank is illustrated. In the post-war era of `export or die', overseas sales of
machines were critical. Racing was a good way to prove the new model against the mainly American made alternatives. In
MPH 1 (Jan '49) it was reported that Amat published a 300 dollar challenge to beat any other make with the Rapide, but had
no takers so far. In MPH 5, Jose Amat, as `MPH Havana correspondent' reported that American machines and followers
would not enter events with 1 or 2 Rapides. However dogfights `among our boys' were expected, due to the presence of
more Rapides, one a `racing Rapide', and 2 Black Shadows. Jose Amat himself was a successful racer, winner of the 1948
National handicap race, and National Champion - open class.
John Andrews
John was elected an Honorary Member at the 2001 AGM, after having stepped down as the Toronto Section Organiser, a
post he had filled for many years. He had many interests, and worked on national newspapers in the UK and Canada
spending time in both countries, having been a wartime evacuee, but eventually made his home in the latter. His MPH
columns always displayed his way with words, unfailingly interesting even when there was little to talk about. His Toronto
Section appeared in June MPH, and John's column followed in August, to be kept up for 25 years thereafter. He quickly
built up the section becoming a driving force in Canada, and even in North America more generally. Soon the Section
commenced their 'Shadow Lake' series of rallies, culminating in the International `Shadow Lake 77' rally, originally
intended to be a one-off event bringing all of the international parts of the VOC together.
This was enormously successful, and represented a major step forward for the Club. Even John did not realise what he had
started at the time, but the VOC International rallies, approximately every 4 years, will be a continuing tribute to him. John
maintained the Toronto Section even when many of his team moved away to distant parts of Canada, and activity levels fell,
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always in touch and always reporting in MPH until ill health finally enforced his stand down. Without John to hold it
together, the Section had to be reformed, retitled the Ontario Section.
John was elected an Honorary member at the 2001 AGM, to recognise his long and major contributions, and his name first
appeared in the December HM list. By the time he stood down, John's illness was very advanced, and he enjoyed this
honour for only a short time passing away on 1 June 2002. His obituary appeared in July (MPH 642).
Ian Ashwell
From the 1950s, through to the 1980s, a Vincent was strong, or even dominant, in the world of sprinting (racing against the
clock), with George Brown (Nero, Super Nero) `king of the hill' chased by others such as Neville Higgins, Charlie Rous,
etc. Sprinting was a widely reported sport, with its stars all being followed and well known to readers of the weekly
magazines. On his supercharged Vincent known as `Satan' Ian Ashwell was a major challenger, and considered by some to
be second only to GB. In 1966 it was Ian Ashwell's standing start record of 119mph, set at Elvington, that George Brown
attacked (and broke) at his Greenham Common record breaking exercise. Brighton speed trials were a major event, where
all the best sprinters would compete, but in 1968 Ian was killed when, it was reported, a fairing bracket broke at
approximately 170mph.
Jacqueline Bickerstaff
MPH 691
Page 18
There are 10 names starting with B, rather too many to deal with in one month, so I will try to cover them in alphabetical
order over two months.
Manliffe Barrington
Manliffe Barrington was a successful racer from the pre WWI era, who sometimes rode Vincent-HRD machines either
sometimes as a privateer, sometimes with factory support or in the factory team. He was successful in the Dublin 100 races,
in 1936 achieving first in the 500cc class at 72.3 mph (third in the general handicap), in 1937 first again at 76.6 mph (fifth in
the general handicap), and in 1938 racing the Rapide to first at 82.81 mph (again fifth in the general handicap). He also rode
Vincent-HRD in the TT, achieving 11th place in 1935 on a 497cc JAP engined model. In 1936 he retired with engine
trouble, in 1937 he was not entered on a Vincent, and although he tried to change machine, the organisers did not permit it.
As a private entry in 1938 he achieved 107.1mph at Sulby in practice, but was again disappointed to retire in the race.
Manliffe was sufficiently respected for his riding, and his contribution to the factory race efforts, to be included in the 1950
factory team of Grey Flash riders. He lapped at 80 mph, but eventually retired on lap 5.
Glyn Baxter
Glyn is the first of a limited number of riders on the Roll who have merited their place as a result of touring achievements something the Vincent was built for, and that does not normally qualify. However, Glyn's tours have exceeded the ordinary,
taking in multiple continents (Europe, North America, Australia, and New Zealand). Glyn has also attended many of the
FIM rallies, taking himself, Marion, and the bike to most of the countries in Europe, including some behind the Iron curtain
as it was then.
When the 'Shadow Lake 77' International VOC rally was announced, Glyn, together with Alan Lancaster, grasped the nettle
and organised airfreighting for UK machines to Canada in order to attend. In this way he not only attended and toured
himself, but also encouraged and enabled many others to do the same. In a similar fashion, he has led a VOC team at a
number of FIM rallies, sometimes coming away with awards for the Club or the UK - the latest of these (at the time of
writing) being the FIVA historic motorcycle award at the 2005 Estonia event. This has led to Glyn taking on the Touring
Section Organiser position in the VOC, through which he continues to encourage others to use their Vincents as they were
intended.
Sid Biberman
Known almost universally as `Big Sid', Sid Biberman came to prominence as a drag racer in the USA, with his Vincent twin
`The Rattler'. However, his association with Vincents dates back to 1950 when he had his first ride on a Shadow, and then
obtained his first Vincent, a Red Rapide imported by the Indian Sales Corporation. In 1953 he visited the Vincent works in
the UK, which sealed a lifelong dedication to the marque. On his return to the USA the Rapide was rebuilt tuned to
Lightning standards, after which it began to beat all-comers at impromptu drag races. Thereafter it was developed and raced
(as 'the Rattler') by Sid and his riders until 1963, achieving 140 mph runs in the 10s, and around 40 trophies.
Subsequent to the drag-racing days, Big Sid's shop has been a centre for Vincent owners and riders in his home state of
Virginia, and further afield in the USA. Numerous rebuilds and restorations have come from it, together with Vincent lore
that has enthused many a North American rider. From time to time the shop also produced a Vincent, or hybrid for Big Sid
to ride himself.
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Big Sid was elected an Honorary Member of the Club in 2002 for all he has done to further the cause of the marque. For
further information, refer to his book `Vincents with Big Sid'.
Jacqueline Bickerstaff
Jacqueline is another Member of the Roll primarily for touring exploits, in this case on her Vincent and HRD machines,
although on the HRD 70/s she has also won a number of vintage rallying awards - 2nd places in Irish and Munster rallies,
and VMCC International champion in 1982. She commenced writing in the motorcycle press with a `Long road-test'
detailing over 80,000 miles on her Rapide. Commuting and touring, including attendance at a number of FIM rallies has
increased this mileage many times over, and the Vincent `PUB' is widely known, not least as its registration is also used as a
nom-de-plume.
Her 1926 Wolverhampton built HRD 70/s commenced touring with the Shadow Lake 77 rally, in Canada. Subsequently this
well travelled machine has been ridden in many countries of Continental Europe, including the Eastern-bloc and Russia
during the Iron curtain years. These tours have frequently brought publicity and attention to the marque in the motorcycle
press, either through articles written by Jacqueline, or from other press reports. Jacqueline was elected an Honorary Member
in 1990, to reflect the above, and other contributions to the Club.
S.F. Board
There is very little information on S. F Board in the Club magazine, although MPH 12 records his 1948 ISDT result. The
Vincent factory fielded a few machines in trials, and in the ISDT, the most famous being Harold Taylor's ISDT sidecar
outfit used in 1948, on which he achieved a bronze medal. S.F. Board also competed in the ISDT in September 1948, which
took place in Italy. He also achieved a bronze medal, but his mount was a 998cc solo machine! The result was reported in
the motorcycle press of the time, but the feat of completing an ISDT on a solo Vincent twin, and winning a medal, is
probably sufficient to warrant inclusion on the Roll of Honour on its own.
Jacqueline Bickerstaff
MPH 682
Page 11
For those who have old MPHs, a look at MPH 186 (July 1964) will provide some illustrations relevant to this month's
featured personalities (and some still to come).
G.A Bonney
G.A Bonney is one of the names on the RROH for which information is now very thin and difficult to find. In the late 1950s
he was an effective racer on a 1000cc Vincent. At his first try (1957) he gained a second class award at the Silverstone High
Speed Trials, soon bettering that with a first as reported in MPH 124 (1959).
George Breach
George Breach had a very successful racing career, although little of it is recorded or easy to find in MPH. In 1950 George
changed an International Norton for a Black Shadow, and later a new Rapide in 1953. He raced at Silverstone (High Speed
Trials, gaining first class award), Mallory, Crystal Palace, picking up around 50 awards. George also competed in Sprints
(pre-drag racing), e.g. 15.22 sec at Witchford in 1959, and taking the Snaefell Trophy in 1961-2-3. George was very well
known in the club at this time, and was awarded the Picciotto and Avon trophies in 1963. George remains a supporter and
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member of the club, although attending few events now so a little less well known to today's membership - all the more
reason for recording him and his achievements on the RROH.
Maurice Brierley
Maurice Brierley had been an army officer, later employed as a `boffin' at De Havillands, Hatfield. He had a history of car
racing and flying, but lost his right leg in a traffic accident. This did not prevent him riding a solo motorcycle, but it was a
sidecar outfit that he campaigned in sprints. `Methamon' was a supercharged Vincent (and Watsonian sidecar), bored out to
1148cc. Maurice and Methamon were the ones to beat in their class. In 1964, when approaching retirement age, at
Chelveston airfield he raised the world standing start kilometre record to 96.19mph (previously F. Camathias at 88.38 mph)
and the world flying start kilometre to 138.51 mph (previously a national record, to G. Brown 136.9 mph). After its
retirement from competition Methamon was on show at Shuttleworth, and subsequently at Stanford Hall - now closed.
Maurice made his expertise on supercharging available in his book `Supercharging Cars and Motorcycles' (Lodgemark
Press Ltd).
George Brown
One could write a book about the achievements of George Brown - in fact his brother, Cliff, did exactly that with `George
Brown: sprint superstar' (Foulis, 1981). When George started work at Vincent in 1934, he had already done some racing, but
it was only in 1937 that he commenced racing for the factory. Lapping Brooklands at 106 mph was fast enough for a
Brooklands Gold Star, but he did not qualify because he was not a member of BMCRC! George returned to Vincents after
the war (during which he worked for Percival aircraft), and to racing, with a very successful 1946 season, racing a Comet
Special - 6 first and 5 second places. Later fitted with a speedway engine, and known as the `Cadwell Special' this was a
favoured machine on which George had many successes. Nevertheless, in 1947 he started racing `Gunga Din, the works
racing Rapide which prototyped Shadow and Lightning developments, and on which he was also successful. In 1948, but
for a lack of petrol, he would have won the Clubman's TT, but actually finished 6th after a gruelling 6 mile push in to the
finish - it was also in 1948 that he crashed at Eppynt, leaving him scarred.
In 1951 he left the works to set up his well-known business, opposite the works, and built his own bike, Nero, based on a
burned out motor. This became perhaps the best-known Sprint machine of all time, although starting out as a road racer.
Nero became the machine to beat, but when more power was required George and Cliff built the supercharged `Super Nero'
that appeared in various forms. For over 10 years, George Brown was a top UK sprinter. In addition to sprint successes,
George also broke world records, at Chelveston in 1964 the standing start kilometre at 114.83 (previously 108.73 also to G.
Brown). In 1967, on 1300cc Super Nero, he achieved a standing start mile of 128.7 mph and flying kilometre of 171.68
mph, both exceeding the current world records, but not credited to him because he was over the FIM age limit of 55. In
1968 he succeeded in having this restriction lifted, and broke more records, achieving a World record for the flying
kilometre at 182 mph.
George Brown was made an Honorary member of the VOC in 1949, and continued to fly the Vincent flag, incredibly
successfully, for almost another 20 years. He died in February 1979.
Bob Burns
Bob Burns was born in Scotland, but emigrated to New Zealand, where he ran a motorcycle business in Christchurch. In
1954 he was achieving very good results with his tuned Rapide, onto which he put streamlining patterned on what he knew
of that used by NSU. With this set up he began attacking sidecar records, and achieved 145.8 mph. At this point he
approached the Vincent factory, which volunteered a pair of used `big port' heads to aid his efforts. He also met Russell
Wright, who had bought the 1953 Show Lightning, and was breaking national solo records. The two men joined forces to
attack both sidecar (Bob) and solo (Russell) records using the Lightning, tuned and streamlined by Bob.
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It is a matter of history that in 1955, on the very narrow `Tram Road' outside Christchurch, the pair achieved world records
of 162 mph (Bob Burns, sidecar), and 185 mph (Russell Wright, solo). The world's fastest motorcyclists!
The machine was clearly capable of higher speeds still, and so Bob began to organise an attempt at Bonneville Salt Flats,
however this was to be fraught with difficulties. Firstly the arrangements to run there, promised by an oil company, did not
get made, and so Bob had to beg time from other contenders. NSU were willing to accommodate him on their last day,
when they finished early, but their timekeepers were not and packed up. NSU had also made the task much more difficult by
raising the solo record to 211 mph - probably just out of reach although Russell achieved 198 so who is to say what could
have been done in better circumstances. Eventually Capt Eyston, who was there to attack car records, allowed them some
time on the salt, and Bob achieved 176.42 mph, a new world record - although the FIM prevaricated because the car (FIA)
timing team were not approved by the FIM Due to the high costs, the two men were out of finances, and sold the bike thus
putting an end to their record breaking. [See Russel Wright's comments in MPH 664, p.14, which dispels this myth of
financial difficulties. -Ed.]
Bob Burns was an honorary member of the VOC, and attended the European International Rally where many were able to
meet him. He died on 6 April 1994. Bob's story was told at length in the New Zealand section newsletter, and is detailed in
many of the Vincent books (e.g. The Vincent HRD Story, Vincent Publishing Co., 1975, Vincent Vee Twins, Osprey,
1982).
Jacqueline Bickerstaff
MPH 693
Page 12
Once again, there are too many occupants of the RROH in the C group for a single issue of MPH, so it will spread over two
or three issues. Tracking down information on these people is not proving as easy as the writer might have hoped. Even
when a personality is well known, their successes may not have been recorded in MPH, or if recorded then there is no easy
way to access them again (an MPH database would be a nice project for somebody). When the personality comes from an
older era the information is even thinner on the ground. In those cases where the description is inadequate I would
encourage any reader to write in and add more!
Lance Capon
Lance Capon's place on the RROH comes from his exploits on the racetrack. Lance started racing in 1965, although not on
his Vincent, which took to the track for the first time in 1967. The Vincent provided him with enough power, and was only
relatively lightly tuned (e.g. 9:1 compression ratio, 1.1/4 inch carburettors). However, he considered the weight and
handling to be a handicap against the fast Japanese bikes - light 250/350 Yamahas, or even TZ750s. Lance was competing
in open classes, not vintage or classic racing. So, in 1969 he built his own frame, influenced by Egli but not a copy. In 1970
he put up the fastest race speed at Brands Hatch, and started to be successful, taking the BMCRC 501-1000cc championship
19724. His performances were widely reported in the motorcycle press, photos of the iconic Vincent, heeled over on bends,
made a change from the hordes of two-strokes. His successes continued into 1975, until he was killed at Brands Hatch.
Anne Goodrich-Meech put the Capon-Vincent back on the track, with sponsoring another rider. It was rebuilt in the late
1980s, and raced in Classic clubs race of the year, but the combination of Lance and his Capon-Vincent could not be
recaptured.
J.E. Carr
The writer has very little information on J.E. Carr, who is not the same `John Carr' who raced a factory entry in 1934, when
the racing JAP engines let the team down so badly. Racing in the TT weighs heavily towards the RROH, even when it is the
Clubman's TT, introduced after WWII. At first the Clubman's Senior TT included the 1000cc twins, then universally judged
too `big and unwieldy' for the TT course. When the Rapides won, they were quickly moved into a separate 1000cc class
(described as a race to see `who had the fastest Vincent', and, with hindsight, not much better for the Senior class which
eventually turned into a race to see `who had the fastest Gold Star'). So in 1949 the Senior Clubman's was restricted to
500cc, and the post-war Comets and Meteors (shown in 1948) were not yet available.
J.E. Carr was not to be put off, and entered a pre-war Series `A' Comet Special. The writer has no background information,
but clearly the rider was not inexperienced, and finished 7th at 74.64 mph, less than 1 mph down on Jack Williams' pre-war
speed on the works machine. Although only a `Clubman's TT', J.E. Carr's placing equalled Jack Williams pre-war TT
placing of 7th, so these two probably share the highest IoM placing achieved on a 500 Vincent since Howard Davies TT
winning machines.
Jack Carruthers
Australia has contributed a number of notable Vincent riders, one such is Jack Carruthers. He commenced both tuning and
racing in pre-war years, and ran a motorcycle business post-war. MPH 4 reported Jack as having had a `successful season'
in 1948 - he was Australian National Sidecar Speedway Champion - and that he had acquired a Black Shadow and was
looking forward to 1949. Jack modified engines to accept the heavy duty of speedway sidecar racing (alternative caged
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roller big-ends, double backlash gears, welded mainshafts, etc.). He took the New South Wales championship in 1949,
1950, and 1951. Jack was also active in other spheres of racing, but it was in sidecar speedway that he excelled, racing for
12 consecutive years. When manufacture of Vincents stopped, Smith & Sons (Sydney importer) wound down their
involvement, and Jack Carruthers took over their Vincent part stocks, to supply the Speedway market, only clearing out the
residual spares in 1979-80.
Jack Carruthers was also father of Kel Carruthers,1969 250cc Road Racing World Champion, tuner, and race team
manager!
Jacqueline Bickerstaff
MPH 694
Page 12
Chris Chant
Chris Chant is a currently active Member of the Club, with a very successful classic sidecar racing career behind him. In
1972 he was picking up high places at Cadwell Park, and in 1973 won the Filtrate trophy for the first time for his
performance at the MCC High speed trials - there were no championships in those days. In 1980 Chris won the VMCC
sidecar and three-wheeler championship, a difficult feat due to the presence of the fast Bill Tuer Morgan. Chris remained
one of Bill's closest rivals over many years, first on the `Old Lady', then on a Fiddaman outfit using a chopped twin engine,
and finally with a specially built Dave Kerby chassis based Vincent outfit. In the earlier days, when classic racing was less
developed, Chris was instrumental in getting a batch of 16 inch racing tyres made for the sidecar racers, and made efforts on
their behalf in other directions. He has been the recipient of the Avon Trophy a number of times in recognition of his high
placement in the racing championships. Chris has finally `retired' from sidecar racing, but is still engrossed in a number of
Vincent projects, and competition bike restorations.
Bob Chaplin
Bob Chaplin was a Member in the early days of the Club. He competed at Silverstone as a `VOC entrant', but his special
feat was the Banff-London-Banff ride accomplished in 1950 on his Black Shadow -1164 miles in 24 hours! In those days
the MPH editor, RAB Cook, lived in Banff and verified the start and finish, whilst Sid Broomfield of Conway Motors
verified the London turnaround. In fact the first attempt failed, after just 200 miles due to a broken contact-breaker spring.
Bob, however, was not to be deterred and made a repeat attempt the next day (29 June 1950). Prior testing had led him to
expect 33mpg, and 116 miles between fills, at an AVERAGE speed of 60mph - but the practice proved this to be marginal
and he ran out of petrol leading to a 25 minute push to one pre-arranged stop. Other stops were for breakfast at Catterick,
and lunch at Conway Motors, where he was 14 minutes ahead of schedule. Total stoppage time was estimated at 2 hours,
probably regretted when the run actually passed the magic 24 hours by just 15 minutes! Only 5 miles were covered at
100mph, it was reported, with 90mph being the maximum for the rest of the run - where possible. Bob stated that he was
`quite surprised to find a little crowd to welcome me', whilst editor RAB commented `not half so surprised as they were to
see you come back in one bit'. Bob also remarked `after a meal and a hot bath I felt comparatively fresh'. The distance was
estimated as 1164 miles, according to a 1939/40 AA book, and the overall elapsed time was 24 hours 15 minutes, giving an
average speed of 48mph.
Brian Chapman
Brian is another RROH Member about whom one could write a book, and also who has remained an active VOC Member
through and after his drag-racing and record-breaking career. Unlike all of his successful Vincent sprinter/drag-racer
predecessors, Brian chose the humble single-cylinder Comet as the basis for his machine, and then supercharged it, to
succeed where the factory had failed (in 1936). By 1973 Brian had become the fastest man on a single cylinder bike, with a
9.07/154.5mph run. The sensational performance of his 500 had put him amongst the top riders, and he and `Mighty Mouse'
were regularly featured in the motorcycle press. Clearly he had to try and break into the 8s, which he succeeded in doing in
September '77 with an 8.96 second run at Santa Pod. Ultimately Brian and `Mighty Mouse' cut this further to 8.85 seconds,
and also made a sponsored trip to the U.S. drag strips to prove that the performance was real to unbelieving Americans.
Having achieved so much from the Comet, the question obvious to Brian and others, was `what could he do with a twin?'
Brian had long resisted this, believing the Comet bottom end to be very strong, and wanting to get the most out of `Mighty
Mouse' first, but, at last, commenced the new machine by doubling-up what he had learned. `Super Mouse' soon proved that
Brian could master the twin too, and posted 8.25 seconds in 1981. Brian, however, was coming to the end of his own drag
racing career, and so the potential of `Super Mouse' was never fully developed, but it remains probably the fastest Vincent
sprinter/drag-racer ever. Brian was made an Honorary Member of the VOC in 1978.
Roy Charlton
Roy was a Sprint racer in the 1950s, and at one time held the Brighton Speed Trials course record. He planned a record
breaking session at the Bristol's Filton aerodrome, but this did not come to pass. Roy and his achievements have been
documented previously under the `lost Honorary Members'. Roy was made an Honorary Member of the VOC for one year
in 1955 when Honorary Membership was awarded annually, rather than permanently as adopted in 1956.
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Jacqueline Bickerstaff
MPH 695
Page 13
Feedback to this column is always welcome.
In October MPH Bev Bowen wrote about Jim Gattis, a rider who is not on the RROH, but whose Vincent exploits were
worth reporting. Eddie Saxton has forwarded a snippet on Jack Carr, the Skipton Butcher who is also not on the RROH, but
did get a passing mention in the item about J.E. Carr. Eddie sends a cutting from the Yorkshire Evening Post, which tells us
that Jack was a regular rider at Saltburn and Redcar, and that there are more details in `A dash between the tides' by Ernie
Crust (2001). A picture appeared showing Jack Carr on the 1934 Isle of Man Vincent HRD, with the high-camshaft JAP
engine that caused so much trouble - the bike also featured racing pattern brakes and BAR gearbox.
Lastly, Martin Warr adds a little to the very brief description of George Bonney. It seemed that Martin knew George, who
originally campaigned a standard bike, which seemed too tall for him, regularly competing at Thruxton and Castle Coombe.
Around 1960, George produced a Norvin, which seemed to suit him better. Thanks to you all for adding a bit more about
these Vincent characters, do keep on writing - and now onto the last Cs on the roll.
Derek Chinn: Derek Chinn enters the Vincent story as part of the Ian Messenger, Mick Butler, and Derek Chinn
triumvirate who campaigned `Pegasus', in the late 60s and early 70s. Pegasus was a supercharged 1000cc Vincent
competing in the litre class, at a time when there were a number of Vincent twins at the top of sprint and drag racing. On 24
November 1971 it was reported that Pegasus 'gets into the nines' using a heavy burnout' of the Avon slick tyres which were
the staple of the period. From memory, the team shared rides amongst themselves, but my cuttings of Pegasus are sparse,
and the Internet fairly quiet too. Pegasus achieved a 164mph, 9.83s record in its time. Subsequently, Derek Chinn has
continued to be involved in engine tuning, and was a great help to Clive McDougal in the creation of his 1530cc
supercharged Vincent, which was sadly destroyed in the National Motorcycle Museum fire.
W. Clarke: Bill Clarke played a considerable part in the early days of Vincent-HRD commercially and as a rider. He was a
friend of PCV, a similar age, and took an early interest in the company, not least by persuading his father, Captain G Clarke
to invest in the young company - Captain Clarke becoming Chairman of the board and his son Bill a director. Nevertheless,
Bill Clarke is recorded on the RROH for his competition involvement with Vincent-HRD, which he rode very effectively in
trials. In the same year, 1931, that his father was investing, Bill Clarke was competing in the ISDT in Italy, which must have
been good for the young company. In 1932 he gained a silver award in the Scottish, in 1933 a bronze in the ISDT, and in
1934 a gold. In 1938 he was competing in Wales on a Series A Rapide, but retired with clutch trouble (hardly surprising!).
During WWII, Bill Clarke was a bomber pilot, and lost his life when his plane lost two engines (on the same side) to fires he was able to retain control and height just long enough for his aircrew to get out, but not for himself. It was a big loss for
the Vincent-HRD company.
Col Crothers: Col Crothers contribution to the Vincent legend took the form of record breaking in his home country of
Australia. Vincents had something of a stranglehold on the motorcycle record in Australia at the time, in the hands of Les
Warton, and Jack Ehret, but at the time Harry Gibson was the man to beat with 144.9 mph. For his attempt at the record, Col
Crothers used his streamlined `Hawtry-Vincent', tuned by Wal Hawtry and fitted with 14 foot cigar shaped bodywork over
substantially a standard, conventional, Vincent. Col, of Parramatta, NSW made his attempt at Narrabri, in December 1954.
On the record attempt, he quickly put in a one way run at over 150 mph, recording 152.54 over the fastest 1/4 mile of the
mile course. However, there were numerous failures of the electronic timing gear on subsequent runs, some of which might
7
well have given Col a record at over 150 mph - but it was not to be. Eventually a return run was made, and timed,
satisfactorily, resulting in a two-way average of 146.4 mph average for the flying mile and half-mile. Both bike and rider
were worn out and could, by then, not improve on the figure. This was still enough to establish the record, both for
motorcycles and as an Australian Land speed record. Col Crothers still owned the Hawtry-Vincent in 1983 when he showed
it, less the streamlining, which had not survived, at the Australian VOC International Rally.
Jacqueline Bickerstaff
MPH 696
Page 13
Under 'D', the RROH contains the following names: J.D. Daniels, P. Darvill, M. Davenport, M.E. Davenport, H.R. Davies,
E.J. Davis, A.A. Despland, M. Dickerson, and FW. Dixon. There are some exalted names in that list, but possibly some you
don't know as well, especially if you are a new recruit to Vincenteering. That's the point of this column, to try and keep our
own marque history from fading away! This happens all too easily, and, indeed, I have been having trouble trying to fill in
the details of the most recent name, whose exploits I should remember, but when that fails they are not in any of the
standard references! So once again, if you find an entry inadequate, write to MPH and tell us more.
A.A. Despland: The French enthusiast A.A. Despland's exploits took place in Europe, in the early post-war era when
Vincents were still very rare and the legend was still being created. Furthermore it was not a Series 'B' that he raced, but a
Series 'A' and sidecar, described as 'the most successful Series 'A' in post-war events at the time - all quite unusual. He raced
it extensively and is credited with winning the Grand Prix d'Albi, and the Grand Prix Sambre et Meuse (Belgium, 1947) also
setting a lap record at 113kph at the latter. Record setting went with his racing, and a major achievement was at the Mont
Ventoux hillclimb, where he set the course record in 1947, only losing it in 1950, and he also broke the record at the Course
de Cote de Charbonnieret de Lijon in 1949.
Peter Darvill: Peter Darvill started racing in the era when the MCC ('motorcycling club') High Speed Trials were a major
event in the Vincent sporting enthusiast's calendar. In 1957 he obtained a first class award, but was described as 'not happy
with his monster' - which was a Norvin. Clearly he got to grips with it though, as he entered the 'Newcomers TT' of 1957, a
new innovation that allowed them to race on the Mountain circuit without getting mixed up with faster riders, with the
bonus that a good ride would allow the rider into the MGP proper. Peter suffered a burned valve on the last lap, but
determined to finish he pushed in to 17th place. That was good enough to get him his MGP ride, where he finished 51st at
75.6mph. For 1958 he returned to the Island with bikes tuned by the legendary Jim Smith of Pegsdon, Comet engines in a
Manx frame, one 500 and another reduced to 350cc - probably the first 350 to race in the Island since the Howard Davies
era? The 350 started the race well, but 'ran out of breath' in the later stages, the 500 brought Peter home to 21st place in the
Senior at 86.20mph.
Martin Davenport: Martin was half of Mellor Motors (together with Bernie Booth), who ran a business in Coventry during
the 1970s, specialising in Vincents amongst other things. Trying out and proving some of their modifications proved to be
an adequate excuse for Martin to race a Vincent outfit under Mellor's banner, initially with Bernie as passenger, but later
with Brian Sutton occupying the chair. They started around 1967, and by the third year were up to sixth or seventh in the
championship, even before contesting every round. Classic racing had yet to start and 'Vintage' racing was restricted to prewar machines (the VMCC having only recently changed the 1930 rule for a 25-year old rule). So Martin and the Vincent
competed in club and national racing against all-comers. Nevertheless they clocked up over 100 wins, won club
championships, and reached top three placings in the national championship. When classes allowed for 'twins', 'British', or
even 'four-stroke', these were all opportunities taken by Martin and the Vincent to take another first. The Vincent
partnership lasted until 1985, by which time the big Japanese bikes were dominant, and a Vincent was only competitive in
classic racing. Martin continued racing with a Suzuki engined outfit for a time. Mellor Motors are long gone (closed due to
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re-development of their location in Coventry), and Martin now works on his own on modern machinery, but occasionally
attends Coventry Section events. Like many racers, Martin was more involved with racing than with keeping records, and
did not remember specific event/dates/years when asked!
M.E. Davenport: Maurice Davenport was one of three brothers (the others being Basil and Alan) and an exponent of sand
(beach) racing, particularly at Wallasey and Southport, in the era of Howard Davies' machines (1926 onwards). He raced in
350cc, 500cc, 750cc, and unlimited classes, using an oversize 500cc or 600cc JAPs for the latter classes, and sometimes also
with sidecar. Although his brothers helped in various ways, Maurice did his own tuning, specialising mostly in JAP engines.
On his H.R.D.s he was very successful, such as at Colwyn Bay Promenade Speed trials where he only had to settle for
second once in the day (but still at a speed over 100mph)! At Southport, in 1927 he had achieved firsts and seconds during
the day, to qualify for the race between two fastest bikes and two fast cars for the Connard cup - which Maurice won.
Maurice also visited Brooklands, for some formal record breaking, where he set Class C records of 43.1s, 83.52mph, for the
standing start mile, and 76.68mph for the standing start kilometre, on his 490cc JAP engined H.R.D. In 1928 Maurice
advertised for sale his 'special racing sprint H.R.D., 20 firsts 1927', but clearly this did not include all of his special engines.
As the factory no longer existed, there was no sponsorship value in racing under the H.R.D. name, and late in 1928 his wins
were recorded as SGS-JAP, but it is likely that the SGS owed a lot to his H.R.D.
Jacqueline Bickerstaff
MPH 698
Page 13
I hope you are enjoying the series, it is certainly making me blow the cobwebs off some of my archives each month! I will
try to keep it running continuously over the next few months, but time out for the Australian International may make this
difficult. So, to complete the Ds, commencing with Marty Dickerson. Marty's story has been written up in detail in Bill
Hoddinott's interview with him (see MPH 684, 685 and 686). Nevertheless a potted history follows just for completeness.
No doubt my archives do contain more data on Les Dwight, but I apologise to the New Zealanders for being unable to turn
up more detail - perhaps someone will write a better piece for MPH?
Marty Dickerson: Marty's involvement with Vincents began in 1948, when he swapped his allegiance from Triumph to
Vincent, and bought a Rapide on which he did 28,000 miles, before turning it into a race-bike in 1951. In the intermediate
period he toured the South West states, winning many impromptu drag races with local fast men, in an attempt to interest
shops in a Vincent dealership under Mickey Martin, the LA and SW importer. Thereafter Marty set up his own motorcycle
business, with help from the same Mickey Martin. In 1951 he tried record breaking at Bonneville, but the speed of 129mph
was narrowly beaten (by an Ariel Square Four of all things). However, work on the bike led to success in 1952, with a
record of 141 in class C (petrol, no fairing, and a maximum of 8:1 compression ratio). Knowing about Rollie Free's big-port
heads (Rollie was a good friend), but not having the money for a set, Marty's heads were re-worked for bigger inlet valves,
resulting in the 1953 record at 147mph (and a one-way speed of 152mph). He did not return to Bonneville with this bike for
over 20 years, Marty did, however, ride Joe Simpson's blown Black Lightning, on which he is credited with a National
record at 164mph.
Marty is also very much associated with the Grey Flash, which he bought in 1952, from Gene Aucott. This was tuned, and
fitted with a fiberglass 'dustbin' fairing, on which he achieved 118mph at Bonneville in 1955 - although considering it
capable of more if he could have controlled the wheelspin!
Marty did return to Bonneville over 20 years later, to running in historic classes of 1975, 1980, 1986, 1996, but was never
able to repeat the earlier speeds on his Twin - a 135mph record being obtained however. Marty has also remained a firm
Vincent rider and enthusiast ever since, and was elected an Honorary Member of the VOC in 1976.
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F.W. Dixon: 'Freddie' Dixon is famed in both the motorcycle and car world, especially associated with Rileys in the latter.
He acquired his first motorcycle in 1909, and was entered in the T.T. by 1912 (on a Cleveland Precision). A staff sergeant in
WW1, he started his own business, in Middlesborough, when the war was over. In 1921 and 1922 he rode Indians in the
T.T., finishing 12th and 2nd respectively. In 1923 he won his famous T.T. victory on a Douglas with banking sidecar of his
own design. He raced in other types of event, including Brooklands, Saltburn sands, Sutton Bank hillclimb, and amassed
many wins and places. Freddie then left Douglas (although he was to work for them again later), and arranged a three-way
contract with Brough Superior, H.R.D., and JAP, riding the first two and doing technical work for all three.
It was in this period that Freddie brought glory to the H.R.D. name with a win in the Junior T.T. (at 67mph). This was not
the only success, and Freddie took sixth in the Senior T.T., second place in the Swiss Motorcycle Grand Prix, and at
Saltburn bagged first in the 500cc one-mile straight race (and second in the 750 class), as well as first on his 350cc H.R.D.
in two handicaps.
After 1927 the H.R.D. factory was no more, and Freddie stopped racing motorcycles in 1928. .He continued to work for
Douglas on a retainer, and shortly started his association with cars. In a Riley he eventually added an Ulster T.T. to his
tallies of motorcycle T.T.s in the Isle of Man, but the car story is one for another place. Although his association with
H.R.D. was short-lived, his extensive competition success, and the T.T. win in particular, justifies Freddie Dixon's place in
the Riders Roll of Honour. Freddie Dixon died in 1956.
Les Dwight: Les was born in 1920, but was rejected for army service (because of 'hammer toes'). In his early years he rode
Douglas and JAP machines - he also flew model aeroplanes, and played in bands). After a spell of racing he gave up to have
a family, but in the post war era he became involved again in speedway. This time his competition career lasted for 45
years! Over this period of time he won seven New Zealand Championships, and on one occasion also beat the more
numerous Aussies to the title of 'Australasian Champion'. Les was campaigning, and winning, on his Vincent Speedway
outfit into the 1970s, when the factory was long gone and the bikes 20 years old! Les was also active in the VOC, and
organised the first New Zealand Rally (at which Thelma spent three days preparing food).
Jacqueline Bickerstaff
MPH699
10
Page 14
The RROH only contains two entries under 'E', but, as always, they are people well worth an outline in MPH.
John (Jack) Ehret: As an apprentice, Jack Ehret had a pre-war T.T. Replica Vincent, but subsequently took part in all
kinds of competition riding, on a variety of machines such as Velocette, Triumph, and BSA. In the early post-war years he
took to Speedway, riding Harold Braun's racing Rapide in both solo and sidecar events, and scored many successes. At this
time Tony MacAlpine returned to Australia, after a successful T.T. venture, and his Black Lightning was up for sale. Jack
bought this machine and subsequently raced and broke records with it throughout the 1950s.
In 1955 he raced the Black Lightning at Mount Druitt, coming a close second to Geoff Duke on a works Gilera four. Earlier,
in 1953, this same motorcycle had been used to set an Australian speed record. It was then held by Les Warton, at
139.8mph. The usual difficulties were encountered, problems - getting road closure, the road being hazardous (in particular
the run-off over a bridge), and getting the gearing right. Nevertheless runs were eventually established at a mean of
141.5mph for a new Australian record - although it was not very long lasting, being upped by Harry Gibson later in 1953,
and then to 152.5 by Col Crothers in 1954.
Jack further proved his mettle in 1968, when, after a ten year lay-off, he competed again, finishing second in a road-race on
his big-wheeled outfit against more modern kneelers.
Fritz Egli:
The name of Egli hardly needs introduction, so closely is it associated with Vincent. Fritz Egli, however, has applied his
frames to many machines other than Vincents. Born in 1937, Fritz gained experience working on, and tuning, motorcycles
before entering the world of constructors in 1967. He had obtained a Black Shadow from an older competition rider, a bike
he retains to this day, and reckoned to be able to achieve 75bhp from the V-Twins. To make a competitive motorcycle it
needed a frame revision, for which he developed his 'spine' type frame, sticking to many of PCV's principles (although not
the mono-shock, reckoning that the appropriate suspension unit was not available). He succeeded in showing these as
'decorations' at a show in his home country of Switzerland, where it drew a lot of attention. The capabilities of his machine
were then demonstrated in the Swiss hillclimbs, where
Fritz took the championship in 1967. His machines further proved themselves by taking the championship again in 1971
(ridden by Fritz Peier), and 1972-1973 (ridden by Florian Burki). Long-time Members may remember Fritz visiting the UK
and demonstrating his bikes capabilities in the Club Sprint. Some 200 Egli-Vincent Twins were built, with a further 50
singles. To these numbers should be added Egli-Vincent Black Shadow 1970s built in the Roger Slater era, and many other
copies and replicas, plus the current production of Patrick Godet which is endorsed by Fritz Egli himself to be called 'EgliVincent'.
The Egli company continues to be an active constructor and tuner of motorcycles, some 700 Egli-Hondas were built based
around the Honda four engine, and 600 Egli-Kawasakis after the introduction of the Z900 (including involvement with the
Godier/Genoud endurance racer). Hardly an engine (including the RE Bullet) has not received Fritz Egli's attention, but it is
nevertheless the case that it is with Egli-Vincents that his name is most readily identified. Fritz remains a Vincent
enthusiast, and still owns that Black Shadow.
Jacqueline Bickerstaff
MPH 700
Page 13
Last month I covered E - Jack Ehret and Fritz Egli, but I had no photos (as, indeed I don't for most of the entries), so it
was our Hon. Editor, Graham who found the three published, so thanks for that Graham. However, no sooner had I
11
arrived at the International Rally than there was Jack Ehret's Black Lightning to photograph. Current owner, Frank
Trento, intends to keep it in its current trim, complete with 'patina', and not 'restore' it to some shiny state that would
remove so much history and originality. It may not draw as many glances and photos at shows, but it is the right thing to
do - congratulations Frank.
Jack Ehret's Australian record breaking Black Lightning, previously campaigned by Tony MacAlpine and now owned by
Frank Trento (EuroBrit motorbikes, Australia). Frank intends to keep it as it was obtained from Jack Ehret, unrestored, but
not as a static exhibit. Indeed Frank ran the machine at Thredbo during the International rally and rode it in 'anger' at the
Ballarat sprint
Photo courtesy: Jacqueline Bickerstaff
R. W. M. Farrant: Mick Farrant was a successful sidecar racing and hill-climb exponent, and one of the last people to
race a Vincent in the TT. After racing his Vincent successfully enough to gain the required International licence, Mick
Farrant set his sights on the TT in 1966 - by which time the Vincent had been out of production for over ten years. His
debut year was not successful, and Mick and his passenger W. Mathews retired at Creg ny Baa in 1966. 1967 proved no
better and Mick had to retire the Vincent again.
In 1968 a new 750cc class was introduced, but Mick entered the 500cc event only with a kneeler that had been developed
for hill-climbs. In its element this was a successful outfit, with Mick becoming NSA hill-climb champion in 1968 and
1969. The normal machine, however, was a 1000cc, and the 500cc fitted for the IT. was less tried and developed.
Nevertheless, this was to be Mick and passenger John Bent's
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