Page 1 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.

Page 2 Contents Page 2 Time for a change

Page 3 Chairman's Chat

Page 4 Yellow Belly Notes - “What Ho"

Page 7 Rider Profile No. 29 - R. H. Dale

Page 8 Trials Results

Page 10 The Nursery Hotel

Page 15 A Moment in Time

Page 16 All you need to know about TRIALS

Page 22 Book Review - "BSA - the final evolution"

Page 24 Forthcoming Events

Page 25 Kettenkrads and Flying Fleas

Page 28 Out and About 1

Page 30 Out and About 2

Page 32 Stafford Show Report

Page 35 New Members

Page 36 Motor Cycle Cavalcade

Editor: Harley Richards [email protected] Cover Picture:- A wild and wet ride through the Manx countryside – machinery might have moved on but the challenges of remaining upright and (mainly) dry remain the same! Photo by Amulree

Published by Peel Copy Centre Tel: +44 (0)1624 843889

Page 1 VINTAGE MANN – Time for a change

After four years editing the magazine, the real world is getting in the way of me producing something that (I hope) you all enjoy reading. As such, I feel it’s time to hand over the reins to a new editor.

I would be more than happy to talk through what the role entails in detail with anyone who thinks this might be something they would like to take on but, in brief, the editor’s responsibilities are:

• editing articles/ photographs submitted to the magazine, • (occasionally) writing articles, • invoicing (annually) the advertisers and subscribers • finalising the format/ layout of the magazine, • getting stamps / address labels on envelopes, magazines in the envelopes and the whole lot in the post. You will need to be moderately computer literate (although no special publishing programmes are involved) and the initial formatting is all done by the printer.

If that hasn’t put you off, please do get in touch at [email protected]

Of course, if editing the magazine sounds a little onerous then any articles, photos or reviews you would like to contribute would always be welcome. Most of us have at least one tale to tell where vintage bikes are concerned, so why not share it with a group of like minded individuals?

Finally, I would like to extend a personal greeting to all our new members and remind them that it is now possible to receive the magazine electronically if you’d prefer. Just drop me an email to the above address and I will do the rest. Thanks again and I hope you enjoy the magazine. Harley

Page 2 Chairman’s chat Seasons greetings to one and all, here’s hoping that 2016 brings you prosperity and good health.

Just a short note this time which concerns next year’s runs. During the past year the parent VMCC club altered the system for permits and road runs, this eliminated the previous signing on sheets which included your bike’s details. This, in turn, has caused us considerable problems when it comes to annual trophies and prizes as we have nothing to go on.

Tony has managed to obtain the original paperwork which we will be using next year - this is good news but only if you play your part and fill in the detail required, which only takes you a few moments. I realise that you may not remember your name, but your bike’s details should be a no-brainer.

I hope that you all make the Hangover run and remember that it starts from the Farmers Arms car park and not the Tynwald Inn. Not riding weather at present but • getting stamps / address labels on envelopes, magazines in the envelopes we live in hope!! Richard

Page 3 Yellow Belly Notes “What Ho”

Pic 1

What happened to Syston Park, the first road race circuit in Britain?

In 1906, Syston Park held its first hill climb and, in 1926, created the first road race circuit in Britain (Pic 1). The circuit was used as a training ground for the TT, the Manx Grand Prix and as a venue for the Inter-varsity Oxford and Cambridge competitions. A flavour of what sort of events these were is hinted at in this shortlist of some of the four-wheeled competitors: · Sir Hickman Bacon - Wolsey · Dr Stitt Thomson - De Dion · Revd. T.A Stooley - De Dion · Major J.A. Cole - Humber Some of the motor cycle riders also went on to great things: · Maurice Cann - Velocette · - Velocette · J.H.(“Crasher”) White - Velocette · Eric Fernihough - Excelsior, Brough

Page 4 So, off to deepest rural Lincoln- shire (actually, that fits most of the County), with two KTTs in the van, on a sunny Sunday morning. The invitation de- scribed the event as a ‘Launch Party’ (Pic 2) and that’s just what the atmosphere of the day was. Now, I am aware that when I write these rambling stories of mine for a vintage motor cycle magazine and cars do not usual- ly get a mention, but there were cars at this event that were truly extraordinary. How about a 10.5 litre Daimler?(Pic 3), a B.S.A. three-wheeler in totally un- touched condition (Pic 4),and a Pic 2 piece of motoring history called ‘Bloody Mary’ (Pic 5) built by John Bolster, and powered by two v-twin J.A.P. engines taken out of crashed SS100 Broughs! I can remember seeing images, on black and white telly, of motor racing with commentary by Raymond Baxter, and when the cameras switched to the pits, there was a good old boy in a deerstalker describing the action - John Bolster. Well, his hill climb car is really special and still running. As you might imagine there was an excellent lunch, and I don’t get to many bike events where there are ladies in floral print dresses and wide brimmed straw hats, sipping Pimms. Very P.G. Wodehouse and all the better for it. Was it a success? You bet! Pic 3

Page 5 Pic 4

Next year? Yes please. I wonder if the riders in the inter varsity races were awarded a ‘Blue’? Pat Sproston, Louth, Lincolnshire

References: British Racing Circuits: Mick Walker www.systonparkspeedtrials.com

Pic 5

Page 6 R. H. Dale – Rider Profile No. 29

Dickie Dale was born in Lincolnshire on the 25th of April 1927.

Interested in bikes and road racing from an early age, it was inevitable he would one day race at the Isle of Man. Entering the 1948 Manx Grand Prix Light- weight and Junior races on a and Ve- locette respectively, he did well in practice and headed the leaderboard in the Lightweight class.

True to form, he finished in first position for the 250cc Lightweight, seven minutes ahead of E.A Barrett (Moto Guzzi) and P.D. Gill (Excelsior) – only three replicas were awarded! In the Junior, he came home thirteenth on his Velocette. Dale then entered the Isle of Man TT from 1949 to 1960, riding various machines. His best results being: 1950 (seventh place in the Junior on a Norton), 1957 (fourth place in the Senior on a Moto Guzzi – his best ever result at the island) and 1960 (fifth place in the Senior on a Norton).

During the ‘50’s Dale competed with better results in the Continental GPs with several Italian works teams. His best years being 1955 and 1956 when he finished second in the 350cc World Championship behind his Moto Guzzi teammate . Dale won the 1954 Spanish 500cc class at Montjuic (on an MV Agusta), and the 1955 Italian 350cc class at Monza aboard a Moto Guzzi.

He won his final race in the 350cc class at Nurburgring, Germany on the 30th of April 1961. In the 500cc race at the same meeting, while battling for the lead, he went off the road and later died on his way to hospital in Bonn.

Dickie Dale was 34 years of age.

Dorothy Greenwood

Page 7 TRIAL RESULTS

Billown Glen - 18th October 2015 Dry conditions saw the first four riders on the Vintage 'A' route lose one mark apiece. Application of tie-breaking rules saw the win go to Sammy Ball, followed by Kevin Whiteway, Shaun Huxley and Jim Davidson, while Andy Sykes lost two to win Vintage 'B'. On the Invitation 'A' route, Paul Smith won from Colin Scarffe and evergreen Stuey Clague was a clear winner of Invitation 'B'. With less Youth riders present than usual, Toby Lace beat Dylan Groom in Youth Invitation 'A', whilst Kaytlyn Adshead had things her own way in Youth 'B'.

VMCC Members 'A' route Invitation 'A' route 1. Sammy Ball (Fantic) 1 mark lost 1. Paul Smith (Fantic) 1 2= Kevin Whiteway (Triumph) 1 2. Colin Scarffe (Triumph) 4 2= Shaun Huxley (James) 1 3. Mike Stevens (Gas Gas) 6 4. Jim Davidson (Triumph) 1 4. Nigel Woods () 7 5. Brent Seal (Yamaha) 2 5. Daniel Smith (Triumph) 8 (29x0) 6. Steve Lace (Triumph) 3 6. Richard Skillicorn (Bultaco) 8 (26x0) 7. Ashley Gardner Jnr (BSA) 6 7. Jason McNee (Bultaco) 9 8. Geoff Griffiths (Fantic) 7 8. David Harding (Triumph) 15 9. Ashley Gardner (Triumph) 18 9. Paul Ansermoz (Yamaha) 21 10. Andy Wilson (Fantic) 30 Invitation 'B' route: VMCC Members 'B' route 1. Stuey Clague (Fantic) 1 1. Andy Sykes (Rigid Bantam) 2 2. Keith Thompson (Scorpa) 5 2. Jon Duncan (Yamaha) 18 3. Phil Pemberton (Gas Gas) 10 3. Steve Taylor (Honda) 22 4. Sean Booth (Ossa) 12 4. Ian James (Yamaha) 31 5. Peter Peniata (Triumph) 15 5. Mike Ellis (Kawasaki) 38 6. Michael Ulyatt (Yamaha) 98 Youth Invitation 'A': 1. Toby Lace (Beta) 28 2. Dylan Groom (Gas Gas) 31

Youth Invitation 'B': 1. Kaytlyn Adshead (Beta) 7

Page 8 Dhoon Quarry – 15th November 2015

Shaun Huxley (James) cleaned the A route to win the penultimate round of the VMCC championship at the Dhoon Quarry, the overall result going to the last round. Andy Sykes (Rigid BSA) dropped one on the B route to pip pal Peter Blackburn (Cub). Invitation A was also cleaned by Tom Maddrell (Gas Gas) from Ian Lees (Yamaha) on four. Paul Doherty (Yamaha) had the best ride on the B route being the only adult to clean it. Three on the A route was the winning score for Ella Doherty (Beta) in youth A. Ever improving Bobby Moyer (Beta) cleaned the B route to win his class.

VMCC Members A route Invitation B route 1. Shaun Huxley (James) 0 marks lost 1. Paul Doherty (Yamaha) 0 marks lost 2. Kevin Whiteway (Cub) 3 2. Keith Thompson (Scorpa) 1 3. Sammy Ball (Fantic) 4 3. Billy Booth (Fantic) 7 4. Steve Lace (Triumph) 4 4. Peter Peniata (Cub) 9 5. Jim Davidson (Cub) 6 5. Phil Pemberton (Gas Gas) 22 6. Neil Kerruish (Yamaha) 23 6. Jonathan Watts (Scorpa) 26 7. Andy Wilson (Fantic) 35 Youth A route VMCC Members B route 1. Ella Doherty (Beta) 3 1. Andy Sykes (Rigid BSA) 1 2. Dylan Groom (Gas Gas) 15 2. Peter Blackburn (Cub) 2 3. David Haynes (Triumph) 14 Youth B route 4. Jon Duncan (Yamaha) 21 1. Bobby Moyer (Beta) 0 marks lost 5. Steve Taylor (Honda) 38 2. Kaytlyn Adshead (Beta) 4 3. Josh Blackburn (Beta) 7 Invitation A route 1. Tom Maddrell (Gas Gas) 0 marks lost 2. Ian Lees (Yamaha) 4 3. Daniel Smith (Cub) 6 4. David Harding (Cub) 13 5. Paul Smith (Fantic) 15 6. Daniel Woods(Beta) 17 (23 cleans) 7. Nigel Woods (Honda) 17 (22 cleans) 8. Richard Skillicorn (Bultaco) 20 9. Mark Moyer (Montesa) 21

Page 9 The Nursery Hotel

The Nursery Hotel in Onchan was built in the early 1800's and was owned by the Spittle family. It was a house for the head gardener, a Mr. Peter Polind. Before it became an hotel the grounds around the house were used as a garden nursery - hence the reason for the name “Nursery Hotel” in later years.

The Spittle family sold the house and its grounds to Castletown Ales and, as an hotel, it was managed for a long time by a Mr. Forester. During the Second World War, the hotel was managed by the Whitehead family. In 1959, when Honda first entered the TT, the manager of the hotel was a Mr. Webb. From 1964 to 1970, the hotel was managed by Mr. and Mrs. Griffen, together with their daughter Vicky and son Carleton. Castletown Ales was later bought out by Heron and Brearley who continued to run the Nursery as a pub and hotel. Under the ownership of H and B managers changed quite frequently and the hotel was finally closed down in 1988 when a new pub called the Archibald Knox was built in front of the Nursery.

Pic 1

Page 10 Going back to 1959, the Honda team (PIC 1) brought with them four Honda Benly Super Sport motor cycles to use as practice bikes when learning the Clypse course. This was the first time that these models of motorcycles had been seen outside Japan and, to put it mildly, they caused quite a stir. Two motorcycle report- ers at the time, Dave Dixon (PIC 2) and John Griffiths, were lucky enough to be given a test ride on the bikes. They both gave the bikes glow- ing reports in their motorcycle papers of the day.

Sadly, none of the original 1959 Ben- lys used for learning the Clypse course, and as runabout bikes for the crew, Pic 2 are known to still exist. What is known is that these bikes had aluminium fuel tanks, alloy rims, alloy front mudguards, alloy frame side covers, magnesium alloy hubs and brake plates – all very exotic stuff for road going bikes in 1959! In addition, the engines were fitted with air scoops fitted to the left side of the barrel to help cooling (PIC 3) - the engines having been built as 150cc units to give them more power for the climb up to the Creg. Although some of the exotic components were to be lost during the Benly’s short production run, it would still retain its racing lines through to 1964.

Roy Moore (a work colleague before we both retired) lived not far from the Nursery Hotel and, as some of you will doubtless know, he is a well informed and welcoming voice on the radio when racing is taking place, be it the TT, MGP or the Southern 100. Roy mentioned that when he was a young lad he collected racer’s autographs and he had in one of his books some of the Japanese riders’ autographs from 1959. Roy most kindly let me have photocopies of them which I am most grateful for (PIC 4).

Page 11 In 1959 the Nursery Hotel had two paths leading up to it, the long path was rarely used and had a closed gate at the end. Early one morning a race bike was started up and two young boys, who were not far away, went to investigate the noise. It was, in fact, the Hon- da RC 142 works race bike being prepared (PIC 5) and the boys watched as the bike was warmed up and then ridden up the long path at quite a pace. Perhaps pre- dictably, with leaves and moss on the unused pathway, when the rid- er came to the closed gate, at some speed, and hit the brakes - down Pic 3 he went! I doubt we will ever know who the rider was but the young boys who witnessed Honda's first “crash” on the Isle of Man were none other than Roy Moore and his cousin Geoff Cannell. (PIC 6) (seen here with John Molyneux at Nursery Bends in 1959).

During TT week in 1992, I held a VJMC get together in the grounds of the by now closed and boarded up Nursery Hotel. I like to think of (PIC 7) as per- haps a look back into the past of both the Nursery Hotel and Hon- da (the owners of these three 1964 Honda Ben- lys were John Kennish (IoM), Arthur Patterson (USA) and his brother Pic 4 Alan Patterson (Wales).

Page 12 Pic 5

Pic 6

Page 13 Pic 7

Pic 8 Late in 1992 Shoprite bought the Nursery Hotel and its grounds then, in 1993, it was sadly knocked down and the plot levelled. In 1999, Shoprite ob- tained planning per- mission to build a new store on the land and the Nursery Hotel was consigned to history.

I sometimes think it is perhaps a pity that Honda did not have the foresight to buy the hotel and turn it into a tourist attraction /museum - as Honda's first step in the TT races (would that have worked out? Who knows?). But certainly the Nursery Hotel in 1959 was the place to be if you wanted to see the new Honda racers (PIC 8) – Tanaguchi and Bill Hunt) and witness the start of a commitment to competing at the TT which still shows no sign of ending. John Dalton

Page 14 A Moment in Time

What could possibly go wrong?

Whenever there is a lull at a motorsport event (in this case it’s believed to be the Southern 100 from the early ‘50’s), the organisers can be relied upon to wheel out something to keep the crowds amused. A photo from the same event shows a marginally more sensible race where the “passengers” are being towed while hanging on to a car tyre, but being towed in a pram – across a bumpy grass field - really shows a very healthy disregard for one’s own safety. Photo by Amulree

Page 15 All you need to know about TRIALS

Given that the Section’s Trials Results always take up a few pages in each issue, I thought it might be helpful to explain what the various categories actually mean, what happens at a trial and what a trials bike is made up of. The Categories

Each event has “A” and “B” routes, A being the more challenging. Riders will usually choose the route that’s appropriate to their skill level and their bike’s capabilities. Bikes entering the Vintage class must adhere to the VMCC’s 25 year rule in that either the bike’s engine or frame must qualify although, as you will see below, it’s not always a simple matter to determine a bike’s age. Riders competing in the Invitation class are, as the name suggests, invited to ride by the Section and may use modern machinery.

The Youth class is for riders aged 16 or under.

The Event

If you’ve ever attended any sort of bike sport event, the paddock will be very familiar. Bikes are unloaded from vans, people sign on, and last minute fettling of gear, machines and riders takes place. At the appointed time, the riders move off en masse to the first section and then things get a bit strange for the first time viewer.

Having arrived at the first section, the riders will usually stop their bikes, park up and inspect the section on foot. Much knowledgeable prodding and poking of the terrain takes place, the idea being to plan your perfect route through the section (needless to say, moving rocks and other obstacles is frowned upon). Once a rider is satisfied that they have visualised their route, the bike is fired up again and the section tackled. Riders tackle a section

Page 16 when they’re ready, not in any specified order. The object of the exercise is “simply” to traverse the section without having to touch the ground with your feet (or any other body parts for that matter). Sections can vary enormously in length but are all designed to test the riders’ control over their bikes. If you do have to put a foot to the floor (a “dab”), you accumulate points, the rider with the lowest points score at the end of the event being the winner. Honesty is very much the order of the day, with riders regularly admitting to dabs that might have been missed by section observers.

One aspect of VMCC trials that makes life (a little) easier for competitors is that all the sections are “natural”, that is to say there are no man-made obstacles like skips, pipes, pallets etc. to negotiate. As one rider put it: “It makes it more possible to have fun, and less likely to have to phone work on Monday and explain that you’ve damaged yourself.” The Bikes

Using David Haynes’ rather splendid Triumph as an example, a trials bike’s major components can be broken down as follows.

Wheels / tyres

Page 17 Front tyres will typically be 21 inch items, the rears being 16 inches. Tyre pressure is critical if maximum grip is to be found and it’s not unusual to see tyres run as low as 4/5 psi in the hunt for optimum traction.

Engine An absolutely smooth, linear, power delivery is the key to trouble free progress through a section and the balancing act between valve timing, ignition timing and carb settings is one that can take much experimentation to get right. Because maximum power is not the name of the game, compres- sion ratios are far lower than for road bikes, 5:1 and 6:1 being common.

Gearbox Once a rider has entered a section, they will usually not change gear until the section has been completed, first or second gear being the most common choices. This is why, unlike race/ road machinery, there is a large gap between the gear lever and the footrest – you don’t want to accidentally knock the gear lever if you find yourself having to wave a foot around to keep your balance! Depending upon the available budget, riders will either use the stock gearbox and a very large rear sprocket or fit a wide ratio gearbox. Wide ratio gearboxes will typically have first, second and third close together with a big gap to fourth (and possibly fifth), giving the bike a bit more usability for the

Page 18 road. That said, most vintage trial machines would be into the red zone in top by 45mph!

Petrol tank As small as is mechanically possible. Not only because fine balance would be disturbed by petrol splashing about inside a road bike sized tank, but a small tank gives the rider more room to position their legs and keep things on course.

Frame/ forks/ shocks The Section applies a fairly relaxed approach to a bike’s running gear. If not 25 year’s old, the frame and forks have to look like the parts that a machine of that era would have been fitted with at the factory, but aftermarket replacements are allowed. Given the hammering that a competition bike’s frame will have suffered over the years, this allows riders the option of repairing/ upgrading the original parts or fitting something completely new (it is perhaps worth noting that not all vintage trials organisers take this approach so, if you decide to go down the replacement frame/ forks route, do check these modification would be allowed before submitting an entry). One technological advance that is not permitted on bikes competing in the Members’ categories of Section events is a monoshock rear end. Although there are now monoshock machines that would qualify under the rolling 25 year rule, they are only permitted to compete in the Invitation categories.

Page 19 Page 20 Page 21 BOOK REVIEW By Jonathan Hill

Page 22 “BSA Motorcycles – the final evolution” Presented for the first time in one book, the new-for-1971 range of BSA and Triumph motorcycles (including the 350cc d.o.h.c. twins, the innovative Ariel 3 mopeds, projected D18 Bantam and the X-75 Hurricane), are all detailed in depth, along with related promotional and racing activities. Photo shoots, the lavish series of brochures and adverts that emanated from them, and projected and actual colour schemes are also presented with great accuracy.

By delving into the archives of several historic institutions, a comprehensive account of the hitherto largely ignored massive infrastructure investment that took place at BSA’s Small Heath works during much of 1970 is revealed, along with its re- organised North American setup. Also included is an equally fresh and detailed appraisal of BSA’s financial situation, from the dawn of the 1970s, until its oblivion in 1973.

Besides the many new revelations, this book contains an impressive collection of extremely rare factory photographs, many of which have never been published before, and are thought to be the only copies in existence. We learn that against good advice, Chairman Eric Turner (no relation to Edward Turner), insisted on appointing the arrogant and aloof Lionel Jofeh from outside the industry. Jofeh demanded a huge sales promotion of the new machines in the U.S., despite being told that due to staff shortages BSA could not deliver until 1972. The publicity was a great success but, as predicted, the machines were not available, costing them a fortune in lost sales. It is interesting to read that the new oil-bearing frame was the result of the new American emission laws demanding not only larger silencers but large air boxes and air filters to cut the induction noise, thus eliminating the existing oil tanks.

American BSA Inc. President Peter Thornton “resigned” when it was discovered that he had previously bribed somebody at BSA to “lose” the names of the other job applicants. We read how the Manganese Bronze auditors demanded that BSA sell three successful (non-motorcycle) companies at a knock-down price or go into liquidation and how insider trading on the stock exchange (with the dealer being struck off) resulted in the company share prices crashing. Gross mismanagement, incompetence, bribery and corruption are the main ingredients of this sad, but excellent, story – a story where we will probably never discover the full truth.

Author: Brad Jones - Foreword: Stephen Mettam, formerly BSA Motor Cycle Division Chief Stylist Published by Veloce Publishing Ltd., Veloce House, Parkway Farm Business Park, Middle Farm Way, Poundbury, Dorchester, Dorset DT1 3AR Tel.: 01305 260068 E-mail: [email protected] Fax: 01305 250479 Hardback, 210x255mm (portrait); 144 pages with 200+ photographs and illustrations. ISBN 978-1-845846-47-3 £30 (UK); $49.95 (USA)

Page 23 January 2016 Thursday 14th Club Night 8.00pm Knock Froy, Santon. Speaker – Richard Rosenthal

Sunday 17th Trial. Old Stoney Start 1.30pm

February Thursday 11th Club Night 8.00pm Knock Froy, Santon. Speaker - Tim Penn President VMCC

Sunday 21st Trial. Scarlett Start 1.30pm

March Additional celebrity charity event being arranged - tbc Thursday 10th AGM & film show. 7.30pm Knock Froy, Santon

Sunday 20th Trial. (Handicap Trial) Start 1.30pm

April Sunday 10th Road Run and tea party. Old Laxey Harbour 1.45 for 2.00pm start. Finish at Guard House Café, Jurby. Organiser Jim Crook

Page 24 Kettenkrads and Flying Fleas

Machines created specifically for military service have ranged from the sublime to the ridiculous over the years but few have the ability to turn heads quite like the German ‘Kettenkrad’. While visiting a vintage vehicle show at Kelso, fellow Scottish Section member Colin Barnett and myself had the opportunity to inspect one of these fascinating vehicles at close quarters and have a long conversation with the owner, who later demonstrated it in action. This particular machine was an immaculate example and came complete with mounted replica rifle and Panzerfaust (an anti-tank ‘rocket’). The Kettenkrad takes it’s name from Kretten, meaning tracked, and Krad, an abbreviation of Kraftrad, the German military ad- ministrative term for a motorcy- cle. Its official service designation was the SdKfz2 (Sonder Kraft- fahrzug – special motor vehicle). Designed and built by NSU at Neckarsulm, and later also pro- duced under licence by Stoewer of Stettin, the Kleines Kettenkraftrad HK 101 came with a special SdAnh 1 cargo trailer. It was designed to be used by airborne troops, and was the only light gun tractor which could be carried inside the fuselage of a Junkers 52 transport aircraft. To this end a metal guide canal was bolted to the fuselage floor, and the Kettenkrad’s front motorcycle wheel was placed in this, enabling it to be driven into the aircraft and parked without acci- dent. Kettenkrads featured in the invasion of Crete by German paratroops and subsequently served on all fronts, though most saw service in Russia as

Page 25 communication cable layers and gun and cargo tractors. Towards the end of the war the SdKfz 2 was used as a runway tug for the Me 262 jet, in order to conserve precious aviation fuel. The 1500cc 36bhp Opel Olympic petrol engine was water-cooled, and situated between the driver’s compartment and the rearward facing seat for the other two crew members. The driver sat on a saddle mounted above the gearbox and clutch housing, and had a pair of rubber kneepads mounted below the dashboard, which, together with the handlebar steering and twist- grip throttle, must have served to convince him he really was riding a motorcycle. The twin 4.5 gallon petrol tanks were carried above the track guards. The Kettenkrad had both a standard (3 speed and reverse) and an auxiliary gearbox giving high / low ratios so that six forward speeds could be obtained. The driver’s other controls, apart from the right hand twist-grip throttle and the main and auxiliary gearbox pre-selection levers, were a clutch pedal on the left, a handbrake on the left of the gearbox cover, a footbrake on the right and a radiator shutter control inside the bodywork on the left. The front wheel, which was of the pressed-steel disc type, wore a 3.5 x 19 inch tyre. The track assembly followed the usual half-track pattern of, on each side a driving sprocket, four equal-sized double-rimmed bogie wheels and an idler wheel. The odd (counting from the front) wheels were narrow with radial spokes while the even numbers were wide pressed-steel disc wheels, the former running between the rims of the latter. Each track consisted of 40 forged steel links, mounted with rubber shoes. The driver steered by means of the handlebars, slight movements operating the front wheel and more positive ones activating the track-braking system for tighter turns, especially on rough terrain. This was achieved by two take-off rings at the bottom of the steering column, connected by arms to rods on the brake cross-tube. These, in turn, activated levers, the ends of which were linked by adjustable rods to the steering brakes, which were of the internal expanding type, mounted in each drive sprocket. The brakes came into play for turns of over 5 degrees – a movement, in either direction, of about 1¾ inches at the handlebar ends. The Kettenkrad had an overall length of 9 feet and an overall width of 3 feet 3 inches. It weighed 2690 lbs unladen and had a trailer capacity of approxi- mately ½ ton. Top speed on roads was approximately 40 mph at 3000 rpm with a special ‘emergency’ speed of 51mph attainable ‘only in exceptional

Page 26 circumstances’. Fuel consumption was 17 mpg on roads and approximately 12 mpg across country. Ignition was by Bosch coil and distributor, the 6 volt battery being housed above the right track guard. The owner told us the Kettenkrad was ‘huge fun’ to drive, though he mentioned it was best used cross-country as wear on the rubber track-pads on surfaced roads was rapid and expensive to replace. Production of the SdKfz 2 was halted in 1944 after roughly 8,300 units, but resumed again after the war until 1949, as the versatile Kettenkrad was extensively used in agricultural and forestry industries. Those interested may care to look on YouTube where a number of Kettenkrad video clips can be seen, including some taken on the Elephant Rally, which seems like an excellent place to have a tracked motor-cycle… At the other end of the military vehicle spectrum, a common design found itself in use by opposing sides during the Second World War The machine in question came into being pre-war, as a result of DKW refusing to supply their 98cc model to the Dutch importers, Stokvis and Sonnen, when they discovered the company had Jewish directors. Under Hitler’s anti-semitic ruling, DKW promptly cut off supplies. However Stokvis and Sonnen, undaunted, approached Royal Enfield in England and requested they produce an equivalent two-stroke machine for them. The result was a 125cc Enfield (Pic 1), almost identical to the 98cc DKW (Pic 2) except for increased engine capacity and a deflector-topped piston. Dubbed ‘The Flying Flea’, the little Enfield went on to serve with the airborne forces as well as being a ‘troop shepherd’ on the Normandy beach- es. Meanwhile the Wehrmacht were simultaneously using large numbers of the 98cc DKW for rear zone duties. One can only assume that both sides had more pressing matters than worrying about infringement of copyright! Allan Jermieson Scottish Section

Pic 1

Pic 2

Page 27 Out and About 1 FINAL 2015 JURBY TEST DAY For those of you who attended this year’s final Test Day, I’m sure you will agree that understanding weather, a relaxed atmosphere, plenty of track time and plenty of space on track made for a thoroughly good way to spend a Sunday. However, there are a lot of folks reading this who haven’t taken advantage of the Section’s Test Days and, if you’re not sure whether it’s really for you, please do bear in mind:

· It’s not a race! You are free to ride at whatever pace suits you and your bike. · Jurby is quite a long circuit and there are rarely more than twenty bikes out at any one moment so you won’t be fighting for space. · The back straight gives you an opportunity to stretch your bike’s legs in a way that you simply couldn’t do safely on the roads. That might sound a little childish on first reading but, other than strap- ping your bike to a dyno, where else could you satisfy yourself that your engine has no breathing problems anywhere in the rev range? · It’s free (or at least the Test Days to date have been!). See you next year?

All photos by Vic Bates, for copies please contact Vic at [email protected]

Page 28 Page 29 Out and About 2 ISDT REMEMBRANCE DAY RUN It’s been fifty years since the Isle of Man first hosted the International Six Day Trail event and, to commemorate that anniversary, a green lane run was held on November the 8th, which took in sections from the 1965, 1971 and 1975 events. Although not compulsory, period machin- ery was very much in evidence with Ossa, SWM, Triumph, CZ and Villa all being represented.

The weather, unfortunately, was doing its best to replicate the conditions experienced by competitors in 1965. Apparently, by the end of the first day’s riding in 1965 there were barely a third of the original starters left, which led to a hurried “relaxing” of the rules to ensure there would be at least some finishers. Thankfully, the attrition rate for the anniversary run was not quite so high!

Page 30 Page 31 Stafford Show Report

If you’ve ever wondered what happens when the Section attends a big show, wonder no more. Richard tells all about the recent trip to Stafford.

October 15th saw our happy band comprising Ros, Chris, Tony, Job and me in the lounge on the morning boat to Heysham with vans packed, stands, fittings and bikes loaded and Government and Steam Packet leaflets collect- ed and ready to go. Rupert, the advance party, had left earlier in the week on a bike collecting mission.

The Classic Bike Show at Stafford has been targeted as our principal advertising medium for Isle of Man events and the Classic Manx in particu- lar. Our trip was fully supported by the DED, the Steam Packet Company and Wemoto - our faithful and generous sponsor.

The dash down the M6 was uneventful and we all arrived, including Rupert, at Tillington Hall, our HQ for the event. Wemoto had delivered a huge array of posters, handouts and tee shirts - all free of charge. These were squeezed into the vans making transportation considerably quieter!

Friday’s activities centred around setting out the stand. Bikes on display included Chris’ immaculate DT175, Tony’s T200 and a trio of bikes from Rupert; a CB750 Race Replica, a rare 350 Ducati race bike and his jewel-like veteran Royal Enfield (pre Grey Squir- rel).

Friday afternoon was spent talking to early arrivals, including fellow exhibitors, and generally prepar- ing for Saturday’s extravaganza (PIC 1) Pic 1

Page 32 Saturday morning, with wrist bands attached and passes produced, we were in position and ready to go before the doors opened at 9:30. The crowds built during the morning and we were kept busy chatting to “would be” visitors and seasoned campaigners, discussing our events in particular and the Isle of Man in general. We were also happy to see a number of Isle of Man residents who were intent upon purchasing that elusive part. Photographs really do not do justice to the atmosphere of the event where such interest and enthusiasm abound. The day passed quickly, bolstered by copious amounts of Ros’ fabulous cakes (which were both delicious and plentiful), and the team took turns to take a break and look around the glittering array of machines and to visit other stands.

Sunday in general is a little less manic though still very busy. The team again swung into action with great in- terest shown in the stand, with the dis- play bikes examined and admired - re- sulting in many and Pic 2 varied questions be- ing asked (PIC 2).

As you will be aware, Wemoto had supplied us with a large number of “Festival of Jurby” tee shirts, completely free of charge, and which have been steadily selling since this year’s Classic Manx, including a good number sold at the stand. All this activity resulted in a figure in excess of £10,000 being raised for the Manx Helicopter Fund. In the afternoon, during the Mortons’ chat show, special guest John McGuinness was presented with a suitably large cheque by Rupert, representing Wemoto and the Isle of Man VMCC in support of the Manx Helicopter Fund, which is a fantastic achieve- ment (PIC 3). Not to be outdone, later Tony also presented a cheque for a significant sum to Colin Seeley for his charity, which had been raised at the ARE Collection (PIC 4). This concluded our show but then everything had to be re-packed for our return, never an easy task at the end of a busy day. All in all, a good and useful undertaking which continues to show that we

Page 33 Pic 3

Pic 4 have much to offer visitors, and information given out on a one-to-one basis is worth a thousand words in print. Well done to the whole team! Richard Birch

Page 34 A hearty welcome to these 13 new members:-

Ian Manley, Braust Cottage, Oatlands Road, Andreas, IM7 4ER David Cowley, 20 Keppel Road. Williston, Douglas, IM2 6NT Andrew Jessopp, Seacliffe, Old Castletown Road, Ballaveare, IM4 1BB Paul Deadman, 14 Sandringham Drive, Onchan, IM3 4HH John Jakes, 2-4 Peel Street, Ramsey, IM81JH Andrew Cowie, Wencelling, Grove Mount, Ramsey, IM8 3HF Andy Stewart, 30 Carrick Park, Sulby, IM7 2EY Paul Mordue, 15 Derby Road, Douglas, IM2 3ES Jeff Wade, 1 Harbour Road, Onchan, IM3 1BG Michael Clark, 96 Ballamaddrel, Port Erin, IM9 6AZ Colin Scarffe, Rose Cottage, The Braaid, Marown, Douglas, IM4 2AW Barry Teare, 19 Slieau Curn Park, Kirk Michael, IM6 1EH Steve King, Ballakneen, Main Road, Stanton, IM4 1JB

Page 35 ‘Motor Cycle Cavalcade’ by Ixion

When this seminal piece of motorcycling literature first appeared, the Coronation of Elizabeth II was still three years in the future and my newest ride was a Triang Tricycle. The most recent Senior TT, started by none other than Prince Phillip, had been won by H.L. Daniell on a Norton at 93mph. Yet in 1950 Ixion had already been writing for ‘The Motor Cycle’ for nearly half a century and had reported Rem Fowler’s win in the first Senior forty odd years before at a then astonishing speed of 36.22mph. Ixion’s motorcycling career had begun before the dawn of the 20th century, and he would still be writing for ‘The Motor Cycle’ (the original publishers of ‘Cavalcade’) in 1960.

Ixion was the nom-de-plume of Canon Basil Davies. As his pen-name indi- cates, Davies was a classics scholar who first rode a motorcycle in 1898 when at Oxford. He was a churchman first and foremost but inventive, practical, clever, not lacking in guts and definitely not afraid to get his hands dirty. Like most of the pioneer motorcyclists, he had also been a keen cyclist, and when you realise how much pedalling early motorcycling involved, this isn’t in the least surprising. In fact early motorcyclists devel- oped middle-age heart conditions at a rate only equalled by university oars- men. Given all the problems the first motorcycles had, I’m almost amazed our predecessors persisted with them – but the reason, as the author ex- plains, was exactly what has always attracted men and women to motorcy- cles – a sense of freedom far beyond what the average bicycle could offer them … at least when the machine worked properly. Most things, in fact, did go wrong with early bikes – Ixion’s catalogue of the accidents and mechanical failures he experienced is staggering. Ma- chines were beautifully painted and enamelled but had the most primitive ignition, carburetion and lighting systems, no suspension, bicycle size tyres which were practically bald from new, totally inadequate brakes, constantly slipping drive belts and an almost complete lack of clutches and gears. A rider baulked by a slow moving wagon on a hill would have to go back to the bottom and try the ascent again. Often the power unit, built of untried

Page 36 and usually unsuitable metals, would be chewing its internals to pieces eve- ry few hundred miles. Added to this was a hostile constabulary and judiciary (nothing new there!) plus the outraged fury of the horsey public and the incredible fact that in 1900 ‘there was not one square yard of either tarmac or concrete on Brit- ish roads’. Highways were covered in dust and pulverised animal drop- pings, repairs affected by dropping tons of unlevelled material on the spot requiring it. Motorcyclists rode into the dustclouds of preceding cars and emerged so filthy no hotel would admit them. ‘I was in an indescribable condition of filth, filmed from head to foot with .. loathsome powder … my eyes, ears and nose were full of it..‘ However this is not just a book of remi- niscences, in fact it’s a serious history of technical developments, of the emer- gence of different disciplines of motor- cycle sport, of the social and economic influence of the machine, and the major part played by motorcycling organisa- tions like the Auto Cycle Union and the Motor Cycling Club, in setting up trials and competitions as a means of expos- ing the inadequacies of the machines then in production and by the emergent motorcycle press in reporting and com- menting on these. Factory owners were often complacent, mostly bicycle manufacturers who regarded motorbikes as a profitable sideline and had little interest in new developments. However, the pressure to improve their motorcycles generated by such publicity forced them to introduce, among other things, the efficient clutch and the multi-speed gearbox, and invest in research into metallurgy and electrics. Ixion himself took part in many of these events while reporting on them, trying out new machines and equipment, in particular variable gears. His attempt on the Land’s End to John O’Groats record in 1904, riding an Or- monde, is an epic of endurance and hilarity. ‘I was doing between 60 and 70mph when I ran plunk into a small bevy of sheep asleep on the roadway .. a parabola over the handlebars, and I re-

Page 37 A 1902 Ormonde motorcycle. The 1904 model had the engine moved to the more conventional position within the main frame loop. gained consciousness after an interval, wondering where on earth I was .. some thirty yards off the road, but there was no sign of my machine. I ultimately discovered it, very little bent, some seventy yards further down the hill kicked it straight, and resumed..’ Later he became stranded in a Pitlochry hotel awaiting parts. ‘The weather was blisteringly hot, and my solitary suit consisted of a special Hoare mo- torcycle outfit, constructed of thick Harris tweed, interlined with the finest sheet rubber to render it stormproof . The next four sweltering days Ixion spent in his room in his underwear, eating room service meals and reading novels brought him by the bellhop. Needless to say, he failed to take the record. Ixion’s was a more or less solo effort. Riders sponsored by manufacturers and dealers were accompanied by mechanics with sidecars full of spares and swarms of white-clad ‘toughs’ on pedal cycles, who were positioned to direct the would-be record breaker through confusing road junctions, chase sleeping sheep out of the way, and negotiate with Highland ferryman for the transport of man and machine (those attempting the ‘end-to-end’ record

Page 38 had the option of taking the ferries across the Beauly and Forth, which shortened the actual ride by 20 miles but made no difference in time). Ixion had a fine command of language, and it’s doubtful if anyone else had the knowledge, ability and insight to write such a book at the time. He also had what must have been an essential requirement for motorcyclists of the day – a good sense of humour. This got him into trouble with Joe van Hooydonk, the designer and manufacturer of the Phoenix motorcycle. Ever the classicist, Ixion could not resist asking him whether his bike embodied the qualities of its legendary namesake, i.e. how often it was likely to burst into flames. The short fused van Hooydonk ‘became extremely angry .. a pint or two calmed him, and we parted good friends’. The soothing (and otherwise) effects of liquor feature extensively in the chapter on country inns, both here and abroad, for Ixion rode widely in Eu- rope between the wars, usually in company with other motorcycle journal- ists covering major European races and trials. I have to say the hostelries described sound less sophisticated but a lot more fun than most of today. One of Ixion’s friends discovered that many inns which had been post coach stops in earlier days still possessed cellars of fine brandies, clarets and ports, drinks no longer in fashion with their present clientele. This man’s mission for the next few years was to range the old inns of England on his motorbike, inspecting their cellars and making the landlords shrewd and irresistible offers for these alcoholic leftovers of a bygone era, which were then despatched to his home address by railway. This to me sounds as close to the perfect motorcycle tour as it’s possible to get. However it would be best to sample the full flavour of Ixion’s stories your- self – if you acquire a taste for them he also wrote two volumes of motor- cycling reminiscences which are now available on-line. ‘Cavalcade’ is a fascinating book crammed with information – I didn’t know, for example, that the sidecar owed its invention to a humorous cartoon by Percy Kemp, and the chapter on early alternative means of carrying a passenger other than on pillion is a high-spot of hilarity. Allan Jermieson Hawick

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