September

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Paradise & Gell has been located on Michael Street in Peel since 1974.
Here you will find a wide range of furnishings to enhance any living
space. Whether you are looking for something contemporary or a more
traditional piece, then look no further than Paradise & Gell.
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Contents
Page 2
Secretary's Notes
Page 3
Chairman's Chat
Page 5
David Dunfey's 'Grey Flash Replica'
Page 9
John Daly's Racing Memories
Page 14 MV Revival
Page 19 Distance No Object
Page 22 Book Review - That Man's Bikes Again
Page 24 Cromie McCandless - Rider Profile No. 17
Page 26 Forthcoming Events
Page 27 Sons of Thunder - Pt 5 - Allan Jermieson
Page 33 Motorcycles - Part 6 - Bob Thomas
Editor: Job Grimshaw
Sub Editor: Harley Richards
Cover Picture:- A determined looking Des Evans waits to start the Hillberry
Hill climb on his 2-stroke, watercooled, 850cc SAAB Special in the 1980s
Full story next issue.
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Secretary’s Notes
Hi Everyone,
Another fantastically successful VMCC MGP Rally is now over. Despite very
difficult weather conditions every event was completed with the exception of the
“Concours on the Prom”, which was a Dept of Economic Development initiative
assisted by the VMCC. This cancellation was prompted by the Government on
health and safety grounds along with the planned beach racing, and upset many
people as there were no signs as to the cancellation and nothing put out on the radio.
The VMCC may need to rethink for next year and take on the whole organisation
of the event. Many activities will change for 2013 so we will have to wait and see.
We have received many, many emails and encouraging messages from our rally
entrants, quite obviously our visitors enjoy the mix of events on offer even those
who waited an inordinate time in the pouring rain to do the Parade lap. Nowhere
else in the world can you take part in such an iconic event, and with full Government backing the Parade will play an important part in the Classic weekend planned
for the middle weekend of the MGP 2013. Despite no serious accidents taking
place, discussions are to take place shortly with a view to improving safety briefings
and course awareness.
Jurby, although stressing the Events Committee and volunteers to the max, was a
fantastic day and the Spifire flypast was a joy to see. Record crowds and charging
at the gate resulted in some vehicle queues to get in, Silverstone, Brands, Cadwell
Park, Stafford etc all have considerable queues at peak times so the solution is to
arrive early. Just under 6,000 paying customers came through the gates, with the
crowd estimated at 15,000 it is obvious that many people got in for free. This will
certainly be addressed in 2013 with stricter controls on vehicle passes included in a
range of measures. For our first year of charging I think we have done really well
and we have learnt a lot of lessons, our thanks must go to Gary Corlett and his team
of volunteers on the gate. We will need many more members to get involved next
year, so please volunteer I can promise you a fun day out with a real sense of
achievement at helping out YOUR club. We should all be proud, as a Section, that
such a major attraction for the Isle of Man was started with the vision, enthusiasm
and work of your events committee and that it is now recognised as a must event by
the Government in their planning for 2013.
Continued next page
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Chairman’s chat
The last ramblings from me were written on the eve of the TT, and now it’s the eve
of the MGP. Where does time go? All I can say is that I hope you enjoyed the
Vintage Rally with all its facets. It has been suggested by various members (not to
me personally) that we concentrate too much on visiting riders and Jurby in particular.
We as your committee try to accommodate everybody in all our events, but to the
detractors of Jurby I will say that the club funds have benefited greatly from these
type of events and enabled us to purchase useful equipment for club use i.e. our own
defibrillator, and make donations to local charities. You don’t do that from bring
and buy sales!
OK. Rant over! The clubs winter programme starts soon, with several new items
on the horizon, so please come along and enjoy an evening in convivial company.
There are still a couple of runs in the calendar, so hopefully we can finish off the
season with a flourish. Best wishes. Richard
Cont.. Now for something completely different, the T.T. Rally has been running for
many, many years and has been enjoyed by locals and visitors alike. However, it
will not be run in 2013 unless a team come forward to take on the running of this
event. A new leader is required and a new T.T. Committee, to liaise with and be
supported by the Events Committee. You would have your own budget to run the
event and experienced members to fall back on if required. Lots of enthusiasm,
good organisational skills and a cool head for problems that occur are required but
most importantly new ideas to keep the Rally fresh. If we cannot find a new team
to run it, then after all these years there could well be no 2013 T.T. Rally. If there
is no response to this appeal then we shall know there is not the appetite within the
Section to continue with this particular event. This is in your hands !!
Please be aware that Club nights restart in September and also that Shaun Seal
needs observers for the forthcoming Trials. If you need more information please
ring me or Pat on 878242.
That’s all for now, safe riding. Tony.
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David Dunfey's
When I was searching for a pic for Ray Knight's Article on the Slater
Vincent 70 (page 9, issue 30) I contacted David Dunfey in America.
David sent the 70 pic, and a short piece about his own Vincents, It
looked good, so I asked him to give me more. Here is the very interesting
result . JG
David rides the Grey Flash at a warm up race for Daytona
I own an original Grey Flash that I purchased it from Coburn Benson in
Massachusetts. Coburn had raced this bike in Canada and the U.S. including
the Daytona 100 mile Amateur race in 1968. The bike had originally been
ridden by Eddie Stidolph to become a Canadian National champion in 1950.
It had been racing for decades and I finally retired it in 2009 by putting it
back to original condition.
I replaced it on the track with a Comet that I had been building over the
years. I got many of the pieces from a racer that John Renwick built. John
has established a name for himself in the past decade as a sprinter of
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Vincents and most recently he ran his Vincent Streamliner at Bonneville.
Back in 1999 he came over to race Daytona with his Comet Racer and did
not want to ship the bike back, so I bought it.
On the Flash Replica
After I had a bad crash I rebuilt it as a Flash replica. I run it in Class C, the
original AMA class from the 1940's, in AHRMA. Last year I took third place
nationally behind Dave Roper who was second on his Moto Guzzi Dondolino and Alex McLean was first on his Stu Rogers Norton.
Note the excellent workmanship and attention to detail
The gearbox is a replica of
one of the original six Burman BAR boxes made by
Burman for Phil Vincent.
You can see these boxes on
some 1935-6 Vincent Series ‘A’ TT bikes and the
Grey Flash prototype from
1949 ridden by George
Brown. The gear box delivers its power through a
Bob Newby clutch.
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I did all the fabrication
and building myself. The
body work and primary
cover are fibreglass creations that I made. The
petrol tank is a cover
which is used to hide a
smaller petrol tank on the
right side of the UFM
and there are the coils
and a remote oil filter on
the left side. By doing
this I can keep the weight
low. The bike weighs in
at 285 pounds. I use a stock production 500cc head that is ported, the stock
32mm 10TT9 carb, 11.5:1 piston and a special cam.
The alloy rims are 18” front and rear. The front and rear dampers are stock
replacements made by Works Performance, but I modified the rear shock to
be a “coil over” after I had problems with the two spring boxes, not to
mention the weight savings. I use the stock Vincent Girdraulic forks, but the
front springs are my
own design. The ignition is a new twin plug
BT-H. The bike has
been remarkably reliable. It has never failed
to start a race or failed
to finish a race. It has
had to suffer from an
unpredictable rider.
Although it is designed for road racing
and I enjoy racing the
bike, I have taken it to
several Land Speed
events. It has raced Bonneville, Maxton, South Carolina and Loring Timing
Association in Maine.
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As you know the Flashes were not competitive in terms of HP. Their success
was due to handling and reliability. Although it is not a high speed bike (100
plus mph is about it) it holds records in its class at all three Land Speed
venues. The fastest recorded speed for the original Grey Flash was at
Daytona in 1968 at 113.7 mph with a Peel fairing. I run on petrol only
The Vincent Grey Flash was never in the class of the Manx, but it has been
a great mount with excellent handling and great reliability. It is a lovely bike
to take out for a fast ride.
David Dunfey
Rare spares for late Velocette fuel tanks
Email from Steve Leonard
Job,
These items are rocking horse manure. I have managed to find some of the 7" long
black rubber inserts, for the side of the tank, from the States via e-bay. Cost $23.00
inc postage. see link below. Cheers, Steve
http://www.ebay.co.uk/itm/110794674581?ssPageName=STRK:MEWNX:IT&_trksid=p3
984.m1497.l2649#ht_732wt_961
If this link is out of date Search under djia
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Waiting for practice to start - 1976 MGP
Monday morning - Manx Style - 1975
For me, the first early morning practice in the Island is something unique.
That Monday morning, about 2.00 a.m. Was that a bike ? Somebody riding
up to the start ? What's the time? Must be getting near – restless until 3.30,
then get and peel on the leathers and hurry out into the crisp Manx air, round
to the garage. In the distance a Manx Norton burbles into life – who needs
an alarm clock ! What music it makes in the quiet streets of Douglas. I run
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Weighing in at Mylchreests in 1977. Rider No 9 is Micky Dunn
the Daytona down the street and she fires first bump. It that old motor knew
what hard work was expected of her – especially over the Mountain - she
wouldn't be too eager, I'm sure. We did 10 laps in practice and no trouble.
Not bad. There is good sport in the old four-stroke yet, specially for the
enthusiast who just enjoys his racing in the Manx.
June - 1977
Back in 1974 going round Sarah's Cottage, fighting it all the way at Creg
Willys Hill, lock to lock, out of the seat, off the foot rests ! Boy, this is really
living; Over the crest of the hill, onto Cronk-y-Vodee straight (only by name
though). Keep pulling back onto the thin white line, then drop down into the
11th, onto Handley's where you know in your mind you can do it – just got
to hang on in there; Come out and now on your way to Barregaroo Cross
Roads, where, in the words of John Goodall and George Ridgeon, you can
really 'dig it in '. Roar down the hill into the 'black hole' of Barragaroo – a
swooping left hander which punches you out on your way to the 13th
Milestone.
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And this is only a small sample of the TT course on the Isle of Man.
Yours four-strokefully, John Daly.
PS. Once again, thanks a lot for the support from the Greenwich Club and
Peter Butler and friends. Roll on 1978 – hopefully for a finish on the Triumph
1985 Classic Manx Grand Prix
Oldie but Goldie just about sums up the race on the Island. This one is for a
wide variety of machinery dating back to the early fifties. Names like AJS,
Matchless to name a couple. This event is mainly for yesterday's racers. An
ex-World Champion came here all the way from New Zealand – Hugh
Anderson 125cc Suzuki rider in the 60's.
It certainly was not the Manx weather that tempted him to return. During
practice week the heavens sent everything from gales to torrential downpours. Thick mist on the mountain sections gave us something else to think
Camping in the Race Paddock on a good day, preparing for evening practice in
the1978 MGP. Bike is a 750cc Norton Commando.
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Early morning practice on the Headline Norton 1978 MGP
about, why do we do it? You certainly have to have a sense of humour with
a touch of sadism thrown in. One early morning practice I wore three layers
of clothing, after one lap I was soaked through to the skin, shivering with the
cold. Boy was it was good to see the flat that morning.
If we are thought to be crazy, what about the marshals and officials who only
have to be at their posts at the unearthly hour of around 4.00 a.m. I was very
pleased to be on the leader board this year. The last session on Saturday
morning only a handful of riders were out. Most had finished practice the
day before. I went out because the engine had to be tested after a rebuild on
the Friday, once again it was very wet and windy. This kept speeds down. I
was surprised to see I had led the class with 65mph so all was ready for the
afternoon event. Usually Pat watches at the grandstand, but this year she has
our one-year old daughter Elizabeth.
The atmosphere is here, now, on the line are over 100 riders and machines,
the air is thick with the burning of Castrol R vegetable oil. It's a lovely sight
with all the colour, spectators mingle wishing the riders all the best and a
good safe ride.
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At the Gooseneck 1978 MGP
The flag is up, and way goes No. 1. At last it's my turn. I push the Gold Star
and she fires up well. I'm on my way. Two years of waiting are over. Down
Bray Hill making sure not to over rev. the motor because it's a long race.
After a few miles the oil is nice and hot, so it's OK to give is the gun.
Through Crosby Village I notice my sister Ann is waving me on, it's nice to
see the family are cheering me on my way. Flat out down past the Highlander
the motor is going well, around 120mph. See another rider ahead, follow him
through Greeba, it's still damp under the trees so have to be careful here. Left
and right over the brow of the road through to Hawthornes a nice sweeping
left hander, come right up behind trying to pass. Can't quite get by so tuck in
behind No.53, brake hard for the slow bend at Ballacraine. This Pub was
featured in the George Formby film in the 1930's era. One rider was reported
to have crashed into the pub and the man on the mike says “It's OK they're
open”. Up hill towards Ballaspur onto a very twisty fast section called Glen
Helen, another two riders in sight now, it's becoming an interesting race.
Decide to challenge through the twisting section, the bike is handling well.
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As we ride through the Glen Helen section together this is fun and road
racing at its best. The road unwinding ahead is so narrow you've got to keep
your wits about you and keep on line. Two of us together now at Sulby
village a very quick straight and bumps that send you airborne. What a
feeling dicing on a motorcycle inches from one another at over 100mph
We approach the bridge and just before peeling off for the right hand bend a
rider takes me on the inside. I grit my teeth and go after him accelerating
hard, its hell for leather now. Forgotten are the thoughts to save the engine
for the distance, the race is on. Out of Ginger Hall we are side by side, down
into Kerromoar, where an old man sits at his marshal post. I'm trying all I
know to catch them. I soon realise the power is going and have to pull in.
What a rotten piece of luck. Just when I was top of a wave to be dropped
instantly back to earth. It's hard to describe the feeling riding the course,.
Exhilarating is putting it mildly. The memory will be with me for a long
time. That race will be dreamt about whilst on the daily grind sorting mail
for many years to come.
After the race Pat turned up with my Manx helper David – nicknamed AGO.
It was plain to see on Pats face she was glad it was all over for another year.
Full marks once again to St. George's Sports Club, my friends and family
without whom I would not be able to partake in my chosen sport.
John Daly
A hearty welcome to these six new members:Christopher Wellings - Hillfoot, Brookfield Cres., Ramsey IM8 2AG
Edward Buckley - Minden House, Bowring Rd, RamseyIM8 3EP
Paul Hutchinson - 12 Orrys Close,Governors Hill, Douglas IM2 7AG
John Breeton - Silverdene, Station Rd, Ballasalla, IM9 2DO
Gary Lark - 77, Derby Square, Douglas, IM1 3LR
Andrew Watts - 18 Ballaterson Fields, Ballaugh, IM7 5AW
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MV Revival
The last weekend in June saw Cascina Costa play host to the MV Agusta
revival meeting, which was celebrating the sixtieth anniversary of the
marque's first world title, won by Cecil Sandford on the 125 cc single in 1952.
The proceedings started on Saturday lunchtime when the Magni family
invited enthusiasts (most of whom were members of the flourishing German
Magni Owners Club) to the workshop for an informal gathering, a chat with
the obliging Arturo Magni himself and a typically relaxed Italian buffet
lunch. Suitably refreshed, particularly thanks to the punch, the Magni "tifosi" then descended on the Westland Agusta premises for an afternoon's tour
of the helicopter factory; in truth, for most, the highlight was a trip into the
holy of holies - Count Domenico Agusta's office - untouched since his death
and groaning with silverware, as he inserted a clause into his riders' contracts
whereby he retained all trophies.
Sunday morning: a visit to the Agusta museum in the centre of Cascina
Costa: OK, it is perhaps primarily an advert for the company's helicopter
offerings but it also boasts some prime race-ware: how about the Earlesforked 500 "quattro" of the Les Graham era? And one of the two 1957/58 six
cylinder half litre racers - ridden just twice in the GP arena and both times at
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Monza, in GP practice by Nello Pagani in 1957 and in the Italian GP itself
by John Hartle in the following year. Or the experimental 350 cc twin of
1957 vintage, or indeed the two-stroke 125 cc racer from the mid '60s which
was Francesco Villa's brainchild and, whisper it, essentially a copy of his
offering for Mondial?
Stepping outside and the scene was one of a car park awash with twowheeled MV Agusta products from the lightweights and scooters of the
1950s to today's road-going offerings, with the highlights undoubtedly being
the racers: from the beautiful single cam and twin cam 125 steeds, via a
dustbin faired 250 to yet another 1957/58 six - this one from the Elli
collection. As for personalities, ex-racers Gilberto Milani and Carlo Ubbiali
graced the meeting, as did Franco Bonera who, come the afternoon's parades
around the makeshift 1 km street circuit, thrashed the exBergamonti/Agostini 350 six which Lucio Castelli (ex mechanic and the
Count's chauffeur) brought along.
Of course, 99.9% of the bikes on display were of MV Agusta origin, but
there were a few tasty interlopers: a (replica or recreation or whatever!)
500cc Paton, a 125 cc Rumi twin racer and the usual Gilera and Ducati
intruders.
Page 15
As an aside, an excursion to a local collection, that of a Gilera and MV
expert, revealed a few unique (and indeed barely known) racers. How about
the sole survivor of four 125 cc Bianchi racers built for the 1954 Milano-
Taranto, which Paolo Campanelli rode to sixth place in his class? It does not
feature in any of the standard histories of the marque.
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Or the gorgeous 175 cc Premoli of 1937 vintage built in nearby Varese and
believed to have been raced by its constructor, Guido Premoli; little is known
about the marque which folded with the onset of the War but a few notes are
available on the website of the Moto Club Cantello (just check out that rear
suspension!).
But perhaps the most perplexing racer in the collection was the vertical twin
500 cc twin MAS - designed and built by Alberico Seiling, who operated
MAS from 1920 to 1956. There is no known record of such a machine; the
best guess is that it was a one-off race conversion of a roadster which was
known to have been produced in 1950 but which never took off.
And the collection features Alfredo Milani's factory Gilera Sanremo special,
which was the first Saturno to feature telescopic front forks - and hence
perhaps the last Sanremo or, if you prefer, the first Piuma. Milani used it to
lead the Spanish GP at Montjuich Park in 1951. It lines up alongside an
ex-Milani Gilera Otto Bulloni and an ex Bandirola/Liberati works Gilera
Sanremo.
And that is just the tip of the iceberg. A trip to Italy rarely fails to reveal
the unusual.
Text and Pictures by Raymond Ainscoe
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That intrepid traveller, Curly Goodwin (aged 77) was invited from last year’s
rally in the Auverne region of France, to a late Spring rally in South East
Brittany, along with 35 other international bikers using Carentoir as a base.
They were housed in log cabins by the side of a 5 hectare lake, complete with
fish.
Daily ride outs covered 150 to 190 miles to explore the beauties and treasures of the area. From St.Nazaire, Vannes, Lorient, Quimper and the Carnac
Stones in the coastal region, to an interesting purpose built motor museum at
Loheac, Manoir de Automobile. The museum can boast some 400 vehicular
exhibits and its own F1 training circuit. All of this with lunches by placid
rivers and canals.
All in all a super
week before returning for the
Norton
International Rally at
Skipton which, by
contrast, was a really wet experience
(although,
given the weather
the UK has had
this summer, not
an
unexpected
one!). Finally back
home after some
2000 miles and
he’s looking forward to the next
event in the Dresden area at the end
of this month.
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BOOK REVIEW
By Jonathan Hill
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In 1945, to the astonishment of their parents, Peter McManus and friend
Harry Tunaley left their promising careers as members of the Rolls-Royce
technical staff to start their own motorcycle business, Macton Motors, in
Derby – one that was to continue for the next 50 years.
This book covers the years 1950-1980, three momentous decades in the world of
motorcycles. They started when British machines led the world, but by 1980 almost
all the major British manufacturers had closed. Peter was ably supported during
those years by his wife Edna, who could not only ride and drive most vehicles
(usually fast), but was also an expert buyer of second-hand machines (sometimes
taking a new manager with her to show him the ropes).
Peter and Harry started in an old converted stable; but with demand outstripping
supply, business boomed and they moved to larger retail premises surviving many
emerging obstacles, such as petrol rationing, hire-purchase red tape and MoT
bureaucracy. The scooter boom was a profitable period with the stylish and reliable
Lambrettas being in a class of their own. Reliant three-wheelers sold surprisingly
well and they rated the Heinkel as the best of the bubble cars whilst the Messerschmitt, with its small engine and narrow track, was not for the faint-hearted! With
many other dealers in the Derby area all after the same lucrative trade, we hear
about some of the cunning ploys he used to keep ahead of the game. We also get to
meet the many characters he employed, including Velocette expert Ivan Rhodes.
Among his friends were such well known names as Derby road racers Bill Lomas
and John Cooper; engineer Dennis Jones and Scott experts Maurice Patey and
George Silk.
It is interesting to read that when the Velocette business failed in 1971, Macton
Motors were keen to buy the business with all the spares . . . unfortunately the bank
was not so enthusiastic! Always the enthusiast, Peter McManus rode every day of
his working life. With 42 chapters and a section on relevant world-wide events, this
very well researched and illustrated book will appeal to many interests.
The sequel to “One Man’s Motorcycles – 1939-1949”
Author: Peter McManus
Published by MEP Publishers, Newton Park Farm, Newton Solney,
Burton on Trent DE15 0SS Tel.: 01283 703280
Softback, 145 x 235mm, 275 pages, with over 300 photographs and illustrations
ISBN 978 -0-9542912-5-9
£12.99, signed on request; hardback £16.99
Page 23
W.A.C. McCandless was born on 17th
January 1921 in Belfast.
He competed in the Manx Grand Prix from
1947 to 1949.
1949 M.G.P. Junior 1st - Norton
1949 M.G.P. Senior 2nd - Norton
He then participated in the Isle of Man T.T.
from 1950 to 1952.
1951 I.O.M. T.T. Ultra Lightweight 1st Mondial
1951 I.O.M. T.T. Senior 3rd - Norton
In addition he won – 1952 Ulster G.P. Clady - 500 Gilera
Cromie was married to Phoebe, a Manx girl, and lived on the Isle of Man
for many years. He sadly died on the 18th January 1992, aged 71.
Dorothy Greenwood
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One ofthe notable aspects from the annals of production racing back in
the late 60s/70s was sFritz Egli’s spine frame accommodated several
motors and found wi
To be continued …...
Ray Knight
Page 25
September
Thursday 13th – Club Night. Knock Froy, Santon. 8:00pm. Film Night.
Sunday 16th – Trial. Old Stoney Mountain, Foxdale. Start 2:00pm
Sunday 23rd – Road Run. St John’s School opp. Farmer’s Arms. 1.45 for
2:00 pm start. Organiser: Clive Kneale
October
Thursday 4th – Club Night. Knock Froy, Santon. 8:00pm. Noggin and Natter.
Sunday 21st – Trial. Carnagrie, Glen Rushen. Start 2:00pm
Sunday 28th – Road Run. The Mitre Pub, Kirk Michael. 1:45 for 2:00pm
start. Organisers: Dee Horton & Brian Ward
November
Thursday 8th – Club Night. Knock Froy, Santon. 8:00pm
Sunday 18th – Trial. Dhoon Quarry, Laxey. Start 1:30pm
Page 26
Sons of Thunder
Pt 5 -
The Superior motorcycles of Aircraftman Shaw
Out of the ashes arose the most modern boat yard in Britain,with the latest
architectural technology and excellent facilities for it's loyal workers..…
RAF ST 11 - Acknowledgements to the photographer
By March 1932 the new RAF seaplane tenders were ready for public
demonstration. Lawrence wrote to Times editor Geoffrey Dawson
“…an entirely new type of seaplane tender. They are 37 foot boats, twinengined, doing 30mph in all weathers, handy, safe, and very cheap. Many
of their features are unique. Why don’t you send your marine man down to
see them? On Tuesday and Wednesday next we have ten to a dozen of them
cavorting about Southampton Water all day. My name, of course, is not to
be mentioned ...”
Dawson sent his Aeronautical Correspondent, Shepherd, who wrote two
articles about the new boats which pleased Lawrence. He was still very
busy, delivering the tenders to coastal stations and giving their new crews
induction courses. In May 1932 he took one of the launches to Donibristle,
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near the Forth Bridge, a 700 mile journey in “… very rough weather ...” He
wrote Sir William Rothenstein that he found little time for serious books
now because “… we work in the boatyard all the daylight hours, and when
dark comes I am tired, more inclined to read the ‘Happy Magazine’ than
Plato …”
Lawrences last Brough. - Courtesy Imperial War Museum
He had little opportunity to use his Brough. In September 1932 he wrote
Henry Williamson “… another year gone and us still wide apart, despite one
perfectly good Silver Eagle Alvis [Williamson’s car] and one perfectly good
Brough. I spend my days and nights working on motor boats, and chase all
round the English coast after them or in them …”
As he rather shyly told Williamson in the same letter, Lawrence had also
written the ‘Handbook to the Class of 37’ 6” RAF Motor Boats’. He
described it as “… 30,000 words of the packiest stodge … it will not be
included in my collected works …”
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In fact, not for a full year does Lawrence mention his Brough in correspondence again. He was still immensely busy both with motor boats and in
having some repairs and modifications done to his Spartan accommodation
at Clouds Hill. His RAF work now included developing and testing a new
class of armoured launch suitable for target towing and bombing with
practice 8.5lb bombs. The armour selected was a lightweight type known as
Hadfield’s Resister.
Two prototype triple-engined boats were completed at Hythe in July /
August, but not fitted with the armour – this was to be installed at Bridlington, where the launches were sent for actual testing with practice bomb
conditions. Lawrence was in one crew with Sqdn. Ldr. Norrington and Mr
Bullen, a BPBC employee; in the other was W.E.G Beauforte-Greenwood,
a marine branch officer who was acting as navigator for the trip. Off the
Lincolnshire coast the boats encountered rough seas and thick fog, which
slowed their progress to a crawl. As the armoured panelling was not fitted
the boats had been equipped with protective canvas engine covers, but the
heavy spray penetrated these and the engines were exposed to salt water.
Beauforte-Greenwood’s launch lost power on two of its three engines –
Lawrence’s soon had all three engines out of action, and had to be taken in
tow to prevent it being caught in the breaking surf. As it was now 10pm, and
they were still in thick fog and heavy seas, it was decided to anchor in about
2.5 fathoms somewhere off the N.E corner of the Lincolnshire coast. About
1am the fog lifted briefly and they were able to take bearings off the
Spurnhead Lightship. In early daylight, with the fog still thick, the two boats
set off again. Lawrence’s now had one engine operational – the other launch
had all three. They reached Grimsby safely, and remained there several days
until some heavy-duty Admiralty canvas engine covers could be obtained
and the engines dried out.
When the two boats left for Bridlington they again encountered heavy seas,
but were able to reach the RAF base safely. There the launches were cleaned
up and the Resister armour was fitted by BPBC staff. Lawrence was left at
Bridlington for some further time to give assistance to the marine crew
section there. From this account of one incident in his marine work it can be
seen why his Brough was not over-used in this period, but in December 1933
he came to London and registered it for 1934.
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In May 1934 he wrote
George Brough “…I was in
Wolverhampton looking at
some new engines of Henry Meadows … so I took
the chance of passing near
Nottingham to look in and
see the new marvel being
born …”
Clearly Lawrence had a
new Brough on order. Like
all Broughs, it was being
hand-built to suit the customer. He went on to tell
George “…It looks most
promising – and most expensive. I shall be broke
but happy. Please take
your time over it. The old
hack has done only 20,000
miles, and is running splenLawrence chats to George Brough
didly. My breaking the
Acknowledgements to the photographer
speedometer drive has had
the curious effect of putting
up my average speed nearly six miles an hour. My last two long rides have
been at 49 and 51mph respectively…”. He had, it will be noticed, had an
obsessive habit of calculating his average speed for any journey.
But this letter ends with the ominously prophetic sentence “…It looks as
though I might yet break my neck on a B.S …”
That same month Lawrence told Edward Elliot “… life is all motor boats still
…”. He wrote him again in June “… in the midst of a batch of target boats,
and busy from morning till night …”.
Lawrence, as well as being involved in the development of the latest Napier
Lion-engined BPBC launches, was engaged in testing some new dieselengined craft, he was now working for the Army and Navy as well as the
Page 30
RAF and reflected “…my boat work … has been successful, and lets me out
of the service with some distinction, I think. After having dabbled in revolt
and politics it is rather nice to have been mechanically useful…”
He was due to end his period of enlistment in the RAF [he was now 45] in
March 1935, and it was beginning to prey on his mind “… it feels like the
end of living … Afterwards – well, I don’t know. How does one pass the
fag-end of life? ...”.
RAF Sea Tender Mk1 - Acknowledgements to the photographer
By June, Lawrence was living in the curiously named Ozone Hotel [“…It
was named, I think, for summer-time…”] in Bridlington, Yorkshire, where
he had been posted to organize the winter re-conditioning of a large batch of
RAF motor boats. He complained to Frederick Manning “…My motor-bike
remains in far-off Dorsetshire…” and to Lady Astor in November “…My
poor bike. It is laid up in my cottage, and when I next ride it, it is only to the
makers, to hand it back. Here I go about less splendidly on a push bike…”
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He was now beginning to mention leaving the RAF more and more in
correspondence “… I shall leave the RAF with 25/- a week, which is all right
for my cottage, but will not keep me long in London …”
In January of the New Year [1935] Lawrence was still in Bridlington,
supervising the re-conditioning of the launches at a large workshop in the
town “… I work all day at the boat shed, and have to visit York, Sheffield
and London at irregular times …”. However this must have been easier as
he now had his bike in Bridlington. He remarks in the same letter “…My
Brough still goes like unholy smoke, when I turn its taps on. But I have a
feeling it will have to go soon …”.
Allan Jermieson
To be continued.....
Birthday
Boy!
10th June
2012
Long standing
VMCC-IOM
member Ken
Blackburn cuts
the cake on his
80th Birthday in
the Villa Arcade, Douglas
after the VMCC
Harold Rowell
Memorial Road
Run.
Pic. John Dalton
Page 32
The Final Part of
Motorcycles
by Bob Thomas
The Fanfare to Europe Rally
(January 6/7/8 1973)
Freddie Dixon on the Douglas banking sidecar outfit - (Milntown)
As those of you who visit the Isle of Man will know, I have been working on
the 1923 Banking Sidecar outfit for some ten years. You will have seen it in
various stages of its rebuilding, you will also know that it has been on the
bench more or less stagnating for the last two years, but that I intended to
have it ready for June 1973, the 50th Anniversary of its winning of the
Sidecar TT.
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You can well imagine my feelings when I was invited to take it to Brussels
for the "Fanfare to Europe Rally" to be held over January 6th 7th and 8th
1973. The invitation came by phone, about midnight, after I had been to a
Vintage Club Night. Of course without really thinking, I said "yes".
The following morning, the penny dropped, I realised the amount of work
I'd let myself in for - all that I had allowed eight months for, had to be
completed in two! - and there was quite a bit to do. At that time I was still
dismantling and making up the missing pieces as I went along. In addition
to pure constructional work, there was plating, painting and wheel building
to do. I knew my favourite plating Co., could not complete the work in the
time, but a friend was going to London - If I could get all the bits ready he
would take them and bring them back in about three weeks. There followed
more rapid stripping
down and making of
various bits that
would need plating.
These went off in November, they were not
ready to be brought
back, they had to
come by post "Christmas Post".....
the final lot arrived on
Christmas Eve.
Pete Mitchell and Bill Snelling on the Dixon sidecar
outfit in Castletown Square - (Milntown)
Page 34
n the meantime I was
doing the painting and
engine modifications,
by which I mean returning the engine to
its original specification, scrapping the dry
sump oiling etc, new
induction pipes and
sorting out the hand
pump regulator system.
Sounds easy, but the
Dixon set up included a large hole in the crankcase to drain surplus oil back
to the tank, and when, on Boxing Day I was able to do a test run, it used a
quart of Castrol R in three miles........It was sucking large gulps of R back
into the engine and squeezing it out everywhere! The hand pump would
would either deliver too much, or not enough. Much fiddling and testing, but
finally a large non return valve was fitted to the bottom of the crankcase, this
worked, however much oil was pumped in.
Then it was noticed that the the "new" but over thirty years old tyres were
rapidly wearing, and 28 x 2 3/8 B.E. tyres were just not available, and have
not been since at least 1939. I had one new one but was able to borrow
another from Charlie Murray, but this took 1 1/2 hours, and a gallon of hot
water to stretch it into the rim! By now it was January 2nd -1 had to cross on
the 4th and the bike had covered no more than forty miles, neither did I have
any experience of operating this particular lubrication system, and decidedly
little of the "new" Research Association brakes.
Anyhow it was packed into the van in the morning of the 3rd and the
finishing touches applied in there. I took two spare gallons of Castrol R., a
fair tyre and tube, and away to Pinner by the 5th of January. On the morning
of the 6th I set off along with Eric Thompson on his Brough Superior for
Horse Guards Parade. In West Way at the traffic lights I discovered that the
brakes worked well enough to surge the oil -opened the filler and deposited
about a pint of Castrol R on the road - but no other bother and arrived on
time.
Here I picked up my passenger, Chas Thomas, Editor of the VMCC magazine, he had never seen the outfit until that moment. Then the "Run Proper"
to Folkstone - Ostende - Ghent - Brussels - Ghent - Ostende - Folkstone
-Pinner. Going well, but after the lunch stop the oil started pouring out again,
and four miles from Folkstone there was none left in the tank. We proceeded,
getting to the Customs shed where we were to leave the bikes overnight I
pulled the tank off, plugged the non return valve with a new 2p coin and put
it together again - now the oiling was pure "total loss." I would have to be
careful how much oil I pumped in. I finished just four minutes before we
had to vacate the shed.
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Sunday 7th up and out of the hotel by 7-30am filled the oil tank, and boarded
the boat. 3-30pm (European time) we arrived in Ostende, by 4pm the
immigration officer had arrived and we were able to leave the boat, purchase
a "Green card" and away by 4-30pm to do eighty miles to Brussels by the
"old" road. A quick stop in Ghent for biscuits and coffee (didn't wait for
coffee as it was near dusk) forty miles to do and no lights.
About four miles from the town came the only involuntary stop - I hadn't
tightened the gearbox sprocket properly, nut, washer and keys, had disappeared! I walk back some eighty yards and find the washer, no sign of the
nut, push the outfit off the road to have a think, and out drops the nut! Good
job both were newly plated and bright! Slam it all back as tight as possible
and away, hoping.........
Belgian Pave - cobbles - you who have only tried it on Marks or Dragonflys
haven't lived! Rigid frame on 2 3/8 tyres at some 40 1bs pressure really
brings the stuff to life. I rapidly relearned the old art of putting the bike
wheels in the tram lines for comfort - and to hell with the passenger!!
We arrived at the outskirts of Brussels at about 6-15pm (after roughly an
hour riding in the dark with no lights, with no one suitable to tag behind,
small wonder my passenger said he felt slightly vulnerable on the outside!)
to a very welcome cup of soup and a sandwich. Then we were escorted into
the centre (Europa Hotel) by motorcycle police with Harleys and BMW's a
most amusing ride, whistles blowing, fists waving at anyone who got in the
way. But superb control and very expert marshalling.
In the Europa Hotel a cocktail party was in progress, it was now 7-15pm we
were warned not to bother to change as the bars closed at 8pm however, we
did remove our jackets, but the boots had to stay, our shoes did not arrive by
van until much later. We enjoyed what we considered were well earned
drinks, enjoyed all the more when we learned that whisky was £1 a tot at the
normal bar. Quick change and down to Dinner by 9pm - another very happy
affair that went on on until about lam - and so to bed!
I had a call at 6-30am as I wanted to make sure of that gearbox sprocket, put
it on with some borrowed Loctite - haven't tried to get it off yet..... gave the
bike a rub over and off to the Grand Place by 9-30am where we stayed "on
Page 36
view" for about an
hour and a half.
Met a Belgian
friend of Keith
Murray, but forgot to get his
name. He was delighted to see the
Club badge on the
sidecar, had a
long chat and
talked to many
others, the Place
was packed.
At 1.00 a.m. I
started off for Ostende, first traffic
hold up was at the
first corner, where
Another shot of Pete at Castletown shows the us
I was amused by
the offside of the Douglas (Milntown)
the antics of some
youngsters across the road. Then Chas, my passenger, pointed to the shop
window behind them, it contained a noise meter in the form of a column of
red lights. My Brooklands "silencer" plus TT AMAC carbs with no provision for slow running gave a minimum of about 75 decibels and on the very
necessary "blips" about 120 decibels. The dancing lights were the cause of
all the merriment.
Away back over the Pave to Ghent, here a stand up lunch was to be provided
by the Fiat Agent, Mr Mahy. This turned out to be quite superb - a spread
more than worthy of the original Mrs Beaton, or her European equivalent.
The whole of the large showroom was filled with tables with exotic cold
meats, cheeses, pasties and soups, crepe suzettes made on the spot, and a
marvellous selection of wines and spirits. All this in a building housing a
large private motor museum. What a pity we had to be at Ostende by 4pm.
We all did justice to the food, but that left no time for the museum!
Page 37
We pressed on before the main party, which took a police escort to the
boundary, and arrived at the boat ten minutes ahead of schedule, and was
able to enjoy a soft seat after the hard "pan" saddle. To Folkstone for 9pm
leaving the vehicles once more in the Customs shed for the night. As we had
to be out by 9am there was still to be no "lie in" but at least we could make
our own time in the morning back to Pinner.
Chas had to return to Minehead and went by train, so in company with Eric
and the Brough we wandered gently back, calling on friends en route. We
lunched near Brands, then on past the Oval, Vauxhall and Nine Elms - where
as an apprentice way back I used to walk night and morning from and to
Bob with two of his favourite bikes, both 1931 Douglas's, a K and a
G31 600 (Milntown)
Page 38
Sloane Square - the Embankment - Warwick Road, back to Pinner. All home
territory, I was born in Chelsea, but a racing Duggie Chair, even empty, is
not the best vehicle for London traffic! However, we got safely back with
not so much as a plug to change.
Now safely back in the Isle of Man I've just done a check over the outfit, all
that was needed was to tighten the primary chain, one tappet to adjust,
tighten the loose exhaust pipe and give the outfit a damn good clean. True
the oil tank leaks a bit, the joint has to be remade, but this is hardly
maintenance. Not so bad for an untried 1923 outfit over 340 miles in 3 1/2
days - or less if you allow nine hours on the boats. Nothing fell off or is loose
after the Pave - in fact it could go straight out and do it all over again. I'm not
so sure I want to though, but I - we all - thoroughly enjoyed the whole trip.
It was superbly organised to the point where one never knew it was being
organised - everything went like clockwork.
While I reserve my judgment on whether the Common Market is an essential
necessity for us or not, we are in and must make the best of it, in this I hope
our trip has helped. Certainly we put on a good show, over seventy vehicles
all left and returned on schedule, with no serious bother. It could have been
different if the weather had turned sour, but it didn't, and it was a very happy
event. I am proud to have been both the Isle of Man, and the Douglas Marque
and Club representative in the "Fanfare to Europe Rally"
----------------------------------------------------------------------
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300+ VEHICLES ALWAYS ON
SHOW AT BETTRIDGE’S
Mines Road, Higher Foxdale
opposite Foxdale School
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