Page 1 Page 2 Page 2 Chairman's Chat

Page 4 Editorial

Page 5 Yellow Belly Notes - “The Best Job in the World?"

Page 8 The Phillips V Japanese Industrial Standard Problem

Page 10 Did You Know?

Page 11 Forthcoming Events

Page 12 Trials Results

Page 14 Flogger's Corner

Page 16 Rider Profile No. 31 - Austin Munks

Page 18 Extract from "Motor Cycling" mag 30th May 1957

Page 22 Book Review: "Big British Bikes of the 50s & 60s

Page 24 Out and About

Page 29 New Members

Page 30 More than just a motorcycle

Page 34 Classic 50cc Racing - Getting Hooked

Editor: Harley Richards [email protected]

Cover Picture:- Exercising some editorial prerogative, and his Bonneville, Harley cuts a dash through the Manx countryside. Apologies to the photographer for losing his details – it really is an excellent shot.

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

Page 1 I hope you are all enjoying some good riding this summer, even if you have to choose your days. The Summer Party was a huge success, something we will repeat and our Test Days at Jurby have been greatly enjoyed. This has resulted in a number of new and younger members to the Club which has to be positive for our Section, it certainly bucks the national VMCC trend. Our Jurby Festival now looms large and I would ask all members to help on or before the day as we really need you. Whilst on the subject of Jurby, it would be opportune for me to explain again our current Club structure. Last year we realised that the Jurby Festival continues to be a large part of the Classic TT/ Manx calendar and, as a result of this, greater financial and public risk was being heaped against our club. This risk fell directly on the Committee, we were all liable for any claim or expense incurred. After seeking professional advice we were relieved of some of that burden by forming a limited company. All administrative positions in this company are wholly your club officials, there being no paid positions, the company being a non-profit making organisation with all funds remaining within the club. Our section now has a firm financial footing from which to operate, thanks largely to the Jurby Festival and, importantly, this directly funds your club’s activities including meals out, tea and buns, Test Days and rallies etc. Without this income we would have to cut back seriously on these extras, the raffles and Bring and Buy do not even scratch the surface, so there you have it! Motorcycling Events Ltd is our professional wing, to give it a name but, and this is a big but, everything is done to make our club side of the Section more appealing and enjoyable to all our members. I realise that you are probably all fed up of hearing about Jurby but bear with us as we are all very enthusiastic about all our activities. This year we are pleased to announce that, in addition to our full and varied programme, we are privileged to have the Battle of Britain Memorial Flight, including a Lancaster, Hurricane and Spitfire performing an aerial display, something we are unlikely to be able to repeat. This group only performs at large events and this is a real coup for our Section.

Page 2 You may remember, those of you who attended the AGM earlier in the year, that I will not be standing for re-election as Chairman. To this end I have resigned formally from the position and this is purely a personal decision - it is time for someone else to have a go. I must make it clear that this is nothing to do with Club finances, which certain rumours are suggesting, I am very happy with our Club’s financial affairs. I shall continue to honour my commitments for the rest of this year and will no doubt continue to be involved for the foreseeable future. Richard

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

Page 3 As I have been unable to find someone to take over the editorial reins, sadly this will be the last issue of Vintage Mann - at least in its current format. The plan for future issues is that they will be annual (the first is scheduled to appear in December this year), larger and cover both the Section’s activities over the preceding twelve months and plans for the year to come. This will, of course, still require articles, photographs etc. so can I please ask you all to let me have anything you think that might be suitable – it will be most welcome! Also, as the first venture into an annual format happens to coincide with the 50th Anniversary of the Section’s formation, I would especially welcome any contributions that relate to past members, events and competitions. 50 years is a long time and I’m hoping to be able to do justice to all the hard work that has gone on over the years into making the Section what it is today. Please contact me at: [email protected] or on 626752 if you have something you’d like to share with your fellow members. Finally, I would like to say a genuine Thank You to all our advertisers, anyone who has ever contributed to the magazine and, in particular (although in no particular order): - the “regulars” – Pat Sproston (YellowBelly Notes), Dorothy Green- wood (Rider Profiles) and Jonathan Hill (Book Reviews), - Bill Snelling for access to his amazing archive and memory, and for putting up with questions like “Have you got something similar but from the ‘50’s and with the rider going from left to right?” (he invariably does), - Dave Manton at the Peel Copy Centre for his publishing skills and patience with my uneducated requests for formatting changes, image manip- ulation etc. and - my predecessor, Job, for leaving me a solid foundation to work with. As always, all contributions are welcome! Harley

Page 4 Yellow Belly Notes The Best Job in the World?

James Robinson is the Pic 1 editor of The Classic Motorcycle, published by Mortons in Horncas- tle, Lincolnshire. He is pictured standing with an “Indian ” (Pic 1) in front of a large reproduction of the cov- er of the January 2016 edition of the magazine, in which he wrote about this unusual machine.

In Pic 2 James is putting a Coventry-Eagle Flying 8 through its paces. Now, is that the best job in the world or what?

Raised in a home where vintage mo- torcycles were “normal”, James can remember as a small boy, falling asleep in the chair of a Royal Enfield outfit and in 1990, when he was elev- en, he hankered after a Rex Acme! Not a Nintendo or a Play Station, oh Pic 2 no, he wanted a

Page 5 Pic 3 pre-war bike manufactured in Coventry and made famous by the racing exploits of Wal Handley. He now has a cracking example of this machine in his collection. With a degree in English from Bristol University he went to work in motorcycle journalism.

In July 2001, I met James on one of his first assignments at the Forgotten Racing Club’s Race of the Year at Cadwell Park. I was riding my 500cc Dunstall Kawasaki and during practice a TZ750 passed me coming out of Hall Bends, missing me by a fraction of an inch and going at a speed which reduced the rider to the role of passenger. I just missed the inevitable crash and the resulting red flag saw me back in the paddock, changing underwear. James asked me some questions about the bike and took a photo which appeared in Classic Racer in the November/December issue. Now, not only had James spelt my surname correctly (most unusual!) but had also done some of his own research on the history of the bike. Many years later he told me that most of all during that interview he remembered me shaking!

Page 6 The magazine had listed James as a staff writer and from there he did various jobs until he became editor of the magazine aimed at those who have an interest in older machines. He is a good story teller and his considerable knowledge of vintage bikes does not come over in an “anorak” way but rather it enhances the tale. He is not stuck in the past, unlike some of us in the vintage movement, but just loves these old machines for what they are. His brief magazine editorials are thoughtful and never preach to the convert- ed. In fact they often ask questions that lead to good club night debates.

Pic 3 shows James in Ireland enjoying a rally and to me it sums up what it is about riding a bike of a certain age, in a setting that is timeless. The photo could just as easily have been taken on the Isle of Man.

Does the ‘best job in the world’ have a downside? Well of course there is routine administration work and every day does not bring the offer of exotic test rides, but still, what a job! Pat Sproston, Louth, Lincolnshire IMPORTANT

Please can any member who is not getting email reminders about forthcoming events and changes to venue/timing/dates, let either

Steve Price ([email protected])

or Tony ([email protected])

know and we will add you to the mailing list.

Page 7 The Phillips versus Japanese Industrial Standard problem

One of the most recognized types of screwdrivers is the traditional Phillips - it’s probably the most commonly used driver for fastening cross-point screws and bolts. However, if you experience “cam-outs” and damaged heads when using a Phillips screwdriver on Japanese brand products then you may be dealing with Japanese Industrial Standard (“JIS”) bolts. A JIS and a Phillips head may look the same to the human eye, but they have completely different profiles and it's important to know the difference. Henry Phillips invented and patented the Phillips design in 1936. This was a great solution for automobile production lines since it was designed to “cam-out” after a certain torque was reached to prevent over-tightening. Another advantage over the use of flat head bolts was that the Phillips self-centering design allowed operators to engage the tip of the driver into the screw head very quickly and easily.

Page 8 Japanese engineers developed their own cross-point design similar to that of the Phillips. The Japanese cross-point drivers also have the self-centering and quick engagement - however the JIS design allowed torque and over- tightening to be controlled by the operator and not at the head of the screw. This key difference is why Phillips screwdrivers cannot properly engage with JIS bolts. It’s very hard to distinguish the difference between a Phillips and a JIS bolt without magnification, although some JIS bolts can be easily identified by a single dot or dimple on the head. You can see the difference between the two cross-point designs in the diagram opposite. The Phillips and JIS profiles may look the same to the naked eye, but they are significantly different. Short of applying a magnifying glass to every bolt and screwdriver tip before you start work, a good rule of thumb is that cross-point screwdrivers made in Japan (unless they are specifically branded “Phillips”) are the most likely to help prevent cam-outs and screw damage when working on Japanese brand products. Dick Hodge

Classic Motorcycle Restoration, to your budget. Bike Rebuilds, Paintwork, Metal Polishing, Professional Motorcycle Valeting & Detailing Service

www.motoclassix.com [email protected] 07624 498626 (Sulby)

Page 9 It was in the early 1970s that a road-test report on a 175cc WSK confirmed that the top speed just about met the Polish manufacturer’s claim of 70 mph for its little two-stroke. However, in the words of the tester: “It was not an easy figure to obtain as the speedometer was only marked up to 60 mph”.

It is difficult for some of us to think of a Gold Wing as a Vintage bike, but early versions have no trouble in complying with the 25 year rule. At almost 900 lb (408 kg) ‘fully-dressed’ and fuelled, the Aspencade version certainly had a presence when ridden two-up. Back in 1985 a tester told: “It takes a certain style and class to ride a Gold Wing Aspencade, and look as though it is yours by right. We didn’t have it. Our legs are too short”.

It is said that pioneered the use of one-piece leathers for racing, so starting a trend that saw his tailor, Frank Barker, swamped with orders. One rider who had a set made-to-measure told how Barker: “Actually took measurements of his clients ‘doing the ton’ on a chair on the cutting room floor – knees around your earholes and elbows touching the inside of your ankles”. To this graphic description he added: “You had to be starkers too”.

In the late 1970s a road test on the MV Agusta Sport America told that “the note from its silencers was offensively loud”. The tester had been stopped by the law and feared the worst, only to be told by the motorcycle policeman: “Keep blipping it!”.

Patina is a word used with varying degrees of meaning and understanding in the world of vintage motorcycles and you probably have your own view on it. Does it match this Dealer’s? He advertised a tidy Tiger Cub for sale with the words: “Many original parts including the Jones rims, which are thin on chrome but thick with patina as a result of cleaning rather than neglect”.

David Wright Page 10 July Sunday 31st Road Run and BBQ. Waterfall Pub, Glen Maye: 1.45pm for 2pm start. Organiser Dudley Robinson.

August Sunday 21st Trial. Billown Glen. 1.30pm start Classic TT/ MGP Practicing from Saturday 20th August Racing from Saturday 27th August Thursday 25th to 1st September – VMCC Rally. Sunday 28th Festival of Jurby

September Thursday 8th Club Night. Vagabonds. 8pm. Sunday 18th Trial. Carnagrie. Start 1.30pm Sunday 25th Road Run. St John’s School opp. Farmer’s Arms. 1.45 pm for 2pm start. Organiser: Norman Cowin.

October Sunday 2nd Test Day at Jurby. 10.30am start Thursday 13th Club Night. Vagabonds. 8pm Sunday 16th Trial. South Barrule. Start 1.30pm

November Thursday 10th Club Night. Vagabonds. 8pm Sunday 20th Trial. Dhoon Quarry. Start 1.30pm

December Thursday 8th Club Night. Vagabonds. Bring and Buy sale. 8pm Sunday 18th Trial. Pie and Cake. Start 1.30pm Tuesday 27th Christmas Hangover Road Run. St. John’s. 11.30 for 12pm start.

Page 11 TRIALS RESULTS

Arrasey Plantation - 17th April 2016 Steve Lace had an exceptional ride to win the Vintage 'A' Class of the VM- CC Trial at Arrasey Plantation with the loss of just 1 mark. In Vintage 'B', a win for Ian James brought Andy Sykes’ long run of wins to an end, while Jason Whittaker took his second win in Invitation 'A' and Michael Kelly led home a close finish in Invitation 'B'.

VMCC Members 'A' route: Invitation 'A' route 1. Steve Lace (Triumph) 1 mark lost 1. Jason Whittaker (Beta) 16 2. Brent Seal (Yamaha) 5 2. Daniel Smith () 17 3. Kevin Whiteway (Triumph) 17 3. Ian Lees (Yamaha) 20 4. Jim Davidson (Triumph) 19 4. Barry Teare (Gas Gas) 23 5. Shaun Huxley (James) 23 5. Nigel Woods (Honda) 25 6. Sammy Ball (Fantic) 28 (21x0) 6. Richard Skillicorn (Bultaco) 26 7. Ashley Gardner Snr (Triumph) 28 (15x0) 7. Keith Thompson (Scorpa) 41 8. Andy Wilson (Fantic) 44 Invitation 'B' route VMCC Members 'B' route 1. Michael Kelly (Gas Gas) 10 1. Ian James (Yamaha) 14 2. Sean Booth (Montesa) 11 2. Andy Sykes (Rigid BSA) 15 3. Paul Doherty (Yamaha) 12 3. Jon Duncan (Yamaha) 49 4. Peter Peniata (Triumph) 14 4. Philip Crellin (Suzuki) 53 5. Phil Pemberton (Gas Gas) 33 5. Steve Taylor (Honda) 61 6. Billy Booth (Fantic) 34 6. Richard Smith (Armstrong) 69 7. Carl Smith (Fantic) 38 8. John Pearson (Suzuki) 112

Page 12 Bim's Field - Geoff Cannell Memorial Trial - 14th May 2016 In the Vintage Club's Geoff Cannell Trophy Trial, victory in Vintage Class 'A' meant that Brent Seal took the Premier Geoff Cannell Trophy for the second time, just ahead of Jim Davidson, while Andy Sykes returned to winning ways in Vintage 'B', ahead of Philip Crellin. Ian Lees showed the others the way home in the closely fought Invitation Class 'A' and ever- green Stuey Clague took Invitation 'B'. In Youth Invitation Class 'A', Ella Doherty finished ahead of Katylyn Adshead and Corey Peters.

Geoff Cannell Memorial Trophy Invitation 'A' route Brent Seal (Yamaha) 3 marks lost 1. Ian Lees (Yamaha) 14 2. Daniel Smith (Suzuki) 15 VMCC Members 'A' route 3. Paul Smith (Yamaha) 16 1. Brent Seal (Yamaha) 3 4. Kieran Peters (Beta) 17 2. Jim Davidson (Triumph) 5 5. Nigel Woods (Honda) 32 3. Paul Ansermoz (Honda) 36 6. Richard Skillicorn (Bultaco) 40 4. Ashley Gardner Snr (Triumph) 40 7. Keith Thompson (Scorpa) 51 5. Ashley Gardner Jnr (BSA) 41 6. Neil Kerruish (Yamaha) 44 Invitation 'B' route 7. Mike Kerruish (Fantic) 52 1. Stuey Clague (Fantic) 26 2. Paul Doherty (Yamaha) 29 VMCC Members 'B' route 3. Peter McParlin (Yamaha) 56 1. Andy Sykes (Rigid BSA) 18 4. John Pearson (Suzuki) 86 2. Philip Crellin (Suzuki) 56 5. Paul Moore (Yamaha) 97 3. Richard Smith (Armstrong) 57 6. Graham Wilson (Honda) 99 4. Mike Ellis (Armstrong) 60 Youth Invitation 'A' route 1. Ella Doherty (Beta) 5 2. Katylyn Adshead (Beta) 29 3. Corey Peters (Beta) 33

Page 13 FOR SALE

1. FREE: VFR 750 Honda rear luggage carrier. ‘Buyer’ collects. Ray Knight. 897283 (Sandygate – Jurby).

2.1961 Pre unit Bonneville. Very nice original condition twin down tube model in blue and silver. Bike is Manx tested but needs tax (£15). £10k (no offers or dreamers please!). Garage space needed! Ring John Dalton on 619463, after 6pm please.

3.1948/9 James Autocycle. Oily rag condition including original paint. Villiers Junior de Luxe engine, 98cc. Has been in shed for about 5 years. Was working fine before being laid up due to health problems of owner. IOM regis- tered, passed Tromode in 1998. Would be an

Page 14 easy renovation as all parts are available if replacement parts are needed (but I don't think they are). Must go to a good home! £600 ovno.

Old Bike Magazine. Complete run of all 12 issues. Excellent condition. £40 ovno.

Classic Motor Cycle. Complete run from the very first issue under the editorship of the late, great Bob Currie to the present. Approx 400 issues all in excellent condition. £1,000 ovno Contact Ian Stone 880454 or Olga Stone 430967, or [email protected]

4. Solo Twin Roller Starter

12v Starter rollers with twin motors – will start even the toughest bikes. Used a few times at Jurby to provide a bike starting service to entrants as they left the holding area. Purchased new by me less than 7 years ago. Current price is £830+. Asking £500, contact Dick Hodge on 611411 after 26th July.

WANTED

Front wheel and disc for a Yamaha 535 Virago. Contact Harley 626752 after 6pm.

Page 15 Austin Munks – Rider Profile No. 31

Austin Munks was born in Leverton, Lincolnshire in 1909. Throughout his life he was always interested in speed and started racing at Donnington Park (his nearest race track) from an early age.

His first Manx Grand Prix win was in 1933 when he won the Junior (350cc) on a Velocette.

Motorcycling was not his only interest how- ever, aircraft were another passion. Having learned to fly and obtained his pilot’s licence in 1933, he then bought his own plane, an Auster.

Page 16 In 1935, Austin suffered a bad shooting accident in which a stray bullet struck him in the left eye – causing him to lose the sight of that eye. Despite this, he returned to the Manx Grand Prix in 1936 and won the double: the Junior aboard a 350 Velocette and the Senior on a 500 Norton.

Post war, he was eager to obtain a Moto Guzzi, so he flew his own Auster to Italy to pick up the dismantled machine from Moto Guzzi (which he then entered in the 1947 Grand Prix).

This was to be Munk’s final Grand Prix victory – winning the Lightweight (250cc) class on his Moto Guzzi, setting a lap record of 72.54mph in the process.

Having won all three Manx Grand Prix classes, he then decided to retire and concentrate on his garage business. However, his love of speed saw him sponsoring two riders, RH (Dickie) Dale and Bernard Codd – both of whom went on to make names for themselves.

Austin Munks died on the 29th of January 1981, leaving his very successful garage business to his workers.

Dorothy Greenwood

Page 17 Extract from “Motor Cycling” magazine of 30th May 1957

This particular edition of the long-running magazine “Motor Cycling” was published during Practice Week for the Golden Jubilee TT in 1957. Under the heading “TT News” it mentioned: “The quiet Sunset City of Peel, once a key point on the Old Circuit, but since the earliest days rather bypassed by the TT, has suddenly become a very important place in TT riders' eyes. For it is here in the shipyard works of the Peel Engineering Company that much activity is going forward in the construction of glass fibre eggshell jobs for the riders. In addition to having at least one complete streamlined shell made for his team, Reg Dearden has given the company the job of encasing all of his aluminium pannier tanks in plastics material – an anti-vibration, anti-splitting safeguard. During the winter Geoff Duke has been in close touch on streamlining mat- ters with Peel Engineering and has not been altogether unconnected with the pro- duction of a couple of pro- totype touring shells which, if they pass current tests, may be marketed commercially. I inspected one, fitted to an AJS spring-twin in the Spectators Park at on Saturday evening. It seems to be an extremely well-thought-out job.” 1957 was still early in the development period of

Page 18 streamlining for racing motorcycles. There was much experimentation and, with its reputation for cross-winds over the Mountain, the Isle of Man was not seen as the ideal place for fully streamlined race bikes. Some of the winning teams of the era, like the Italian MV Agusta concern, always checked the weather forecast before deciding whether to run their bikes partially or fully streamlined on race days. In 1959 full streamlining was banned and the dolphin shape was adopted. Peel Engineering went on to design and manufacture the 'Mountain Mile' dolphin-style fairing, which became almost standard wear for British racing motorcycles of the 1960s. An original example can be seen at the Manx Transport Heritage Museum in Peel, which is located just 100 yards from the factory where it was made. David Wright

Page 19 Page 20 Page 21 Page 22 In the 1950s and 60s the British motorcycle industry was at its post-war peak, with its large-capacity high-performance bikes in strong demand all over the world. AJS/Matchless, BSA, Norton, Royal Enfield and Triumph were all making 100 mph-plus big twins, with the king of them all, at least into the 1950s, being the mighty 1000cc Vincent, while among the ton-up singles were the BSA Gold Star and the Velocette Venom.

In this book author Steve Wilson reviews the top-of-the-line bikes of all these manufac- turers, first giving an introduction to the motorcycling scene in the period, with a particular look at the emergence of the Rockers, the black-leather-jacketed, too-fast-to- live-too-young-to-die, riders who developed a culture all of their own, inspired indirect- ly by Marlon Brando behaving badly on his Triumph Thunderbird in the banned-in- Britain 1953 movie The Wild One.

The motorcycle manufacturers are then dealt with alphabetically, with their big bikes described in detail and their performance, handling, strengths and weaknesses dis- cussed. The aim is to provide a brief development history and character sketch of each of these iconic models rather than an exhaustive year by year technical history. Wilson has been lucky enough to have ridden nearly all of the machines in question whilst working as a classic motorcycle journalist, and opinionated enough to have views on them all.

An entertaining (though not cheap) book, it contains a wide selection of information, archive and specially commissioned colour photographs - the social history of the times tends to make folk heroes out of the Rockers . . . but the majority of ordinary motorcy- clists suffered greatly due to the inevitable bad publicity that they caused.

It is interesting to read how Norton’s profits were being taken to prop up an ailing AMC, their incompetently managed parent company, who were reluctant to build larger capacity versions of their underrated twins. Royal Enfield, we read, made comparative- ly small numbers of their very fast and handsome 700cc Constellation model, but by the time they had addressed all of its problems (later replaced by the superb Interceptor), the market was finished.

Author: Steve Wilson Photography by Gary Stuart Published by Herridge & Sons Ltd, Lower Forda, Shebbear, Beaworthy, Devon EX21 5SY Telephone: 01409 281990 fax: 01409 281910 E-mail: [email protected] www.herridgeandsons,com Hardback, 215mm x 275mm, 151 pages, with over 260 photographs and illustrations ISBN 978-1-906133-60-3 UK £35, US $55, Canada $66

Page 23 Jurby Test Days On track photographs by Vic Bates (see https://www.flickr.com/photos/vicbates/albums/ for more), static photos by Pete Jackson.

Page 24 Page 25 Racing

Section member Nancy Thomas passengers Nick Cutmore’s 740 BSA through Church Bends during this year’s Pre-TT Classic Races. Photo courtesy of Amulree Page 26 The Summer Party - The proverbial good time being had by all!

Club nights - Could be a guest speaker, or a Bring and Buy session, or just a Nog- gin and Natter – check the Forthcoming Events to see what’s happening.

Page 27 Road Runs

An eclectic mix of machinery is guaranteed (and the occasional fish and chip supper!).

Page 28 A hearty welcome to these 19 new members:-

Ross Pannell: The Nook, Ballajora Crossing, Maughold, IM7 1BA Graham Hooper: 10 Cronk Drine, , IM4 4NG Mark Barton: 21a – 23 Atholl Street, Douglas, IM1 1LB Steve Shearsmith: The Nook, Ballajora Crossing, Maughold, IM7 1BA Trevor Jennings: 37 Ormly Road, Ramsey, IM8 3LN Richard Fitzsimmons: 4 Faaie Craine, Ballaugh, IM7 5AD Gary Bennett: 34 Greeba Drive, Onchan, IM3 1EW Keith Rise: 20 Inner Circle, Douglas, IM2 5BE Paul Ansermoz: 7 Strange Close, Braddan, IM4 4QU Mark Bamford: 17 Factory Lane, Peel, IM5 1NA Suzanna Lloyd: 44 Spectrum Apartments, Central Prom, Douglas, IM2 4LL Joe Newton: 126 Woodbourne Road, Douglas, IM2 3BA Anthony Girling: The Dunes, Coast Road, Jurby, IM7 3ET Andy Winterburn: 5 Bayrgriangh, Castletown, IM9 1HJ Phil Adcock: Balladoole Cottage, Fishers Hill, Castletown, IM9 4PN Jo Vowles: Southwinds, Fairway Drive, Port Erin, IM9 6LR Malcolm Stoddart: 14 Close Caaig, Reayrt ny Cronk, Peel IM5 1GS Aileen Stoddart: 14 Close Caaig, Reayrt ny Cronk, Peel IM5 1GS Peter Creer: Old Stables, Little Mill Road, Onchan, IM4 5BF

Page 29 More than just a motorcycle

Anyone who has ever bought a classic machine will tell you that you’re buying more than just a collection of parts, you’re buying a slice of history. Section member John Dalton recalls a purchase that turned out to be not only a slice of history, but a key to a very select world as well. In June 2000 my friend John Pitt saw a motorcycle for sale at Gov'nors Bridge Motorcycles. To the untrained eye it was just a Honda Benly 125cc, albeit one that had been much modified to racing trim. However, the MV forks, right hand gear change and one off seat unit all looked very familiar to John, as this was the very bike that he had raced against in the ‘60’s, when it had been ridden by Bill Ivy. (Pic 1)

Pic 1

John had first encountered Bill at Snetterton for the 250 mile Endurance race when John was co-riding with Harris Mann (designer of the Triumph TR7).

Page 30 Bill had arrived with a mystery 50cc bike – despite being fully covered, there were twin meggas sticking out and gossip soon spread through the paddock that Bill had somehow procured a works Honda 50cc twin. When the cover finally did come off the bike, the second megga was revealed to be a bluff, it was just tied in place with some string (a typical Bill prank)! The bike was actually a CR 110 50cc single cylinder machine. John negotiated a swap for a Motobi racer and the Benly was his. Although the Benly had been neglected for a long time since it was sponsored by the Chisholm brothers, John’s plan was to undertake a sympathetic restoration of the bike, making it safe to ride again, rather than lose all the patina and battle scars that made the bike what it was. Overall, the restoration threw up few horrors, John’s work being concentrated on getting the wheels rebuilt

Pic 2 and giving the engine thorough going over. Surprisingly for a discarded racing machine, the engine was found to be in fine fettle and the original tuning work was still very much in evidence - this had clearly been designed to be a quick engine. (Pic 2)

Page 31 The restored bike’s first outing with John at the helm was at Mallory Park for the Festival of 1,000 Bikes. Placed on the front row of the grid between Tommy Rob and , John was keen to point out this was all due to the bike, not him! John’s wife, Ann, had asked him why had he gone back to racing/ parading after all these years and John said you simply could not put a price on the opportunities that the little Benly had provided him with. He has since been invited to Spa for several events – on one occasion being allocated, at no cost, a Formula 1 pit to himself, all Pic 3 because of the bike and who had once raced it. In 2003 John was invited to ride the Benly at the TT Lap of Honour, he remembers setting off down Bray Hill at full throttle as an experience that is never likely to be bettered (Pic 3). He was in some illustrious company too, David Hailwood was riding his father’s 1978 TT win- ning Ducati and Malcom Wheeler was aboard the ex- Roger Nicholls Ducati (Pic 4). Despite setting off be- fore them, they had caught up with him over the Moun- tain but then David and Malcom slowed down at the Creg to wave to the fans. Seizing the moment, John replicated Bill Ivy’s endeav- Pic 4

Page 32 Pic 5 ours from the ‘60’s and passed them both at full throttle. Back in the pits, David, Malcom and John had a good laugh about the little Benly flying past the Ducatis, and David later gave John a signed photo of him aboard the Ducati. Proof, if it were needed, that some motorcycles really can open doors to events/ situations you would never get to on your own. John still has the Benly and we meet up now and again at the Classic Bike show (Pic 5) and here in the Isle of Man when he can get over – and via the magic of the interweb when he can’t! John Dalton

Page 33 It all started with that Dave Cain guy bringing some of his classic 50cc race bikes to a Section committee meeting a couple of years ago. We, the gathered few, were having our regular meeting at Tony's, during which Dave gave us all an introduction to the merits of 50cc racing at Jurby. This seemed to involve much fun and no nasty red tape rules, as imposed by the ACU, which I found interesting. After his short presentation we made our way down past Tony’s gleaming machines to find a couple of old, and very small, machines that Dave had been talking about. As they were two strokes I glazed over but had to sit on one, if only for a laugh. We all had a smile at the tiny bikes and left to go home. It was later that evening, when I was mooching about in my garage, that my eyes went to the old racing leathers hanging up and I started to think to myself: well, why not? The only thing I couldn't stomach was the fact they were all two strokes, not for me, I lost too many friends years ago because of “Ring Ding Squeek” racing. No, it had to be a four stroke.

Page 34 As it was still just about the acceptable side of midnight I gave Dave a call to ask about the possibility of me having a go on a four stroke and, because of the power disadvantage, could they change the cc rules? - after all, they were trying to boost their numbers on the starting grid. Later next day I had a call from the racing association Secretary to say they had called a meeting regarding my enquiry, and agreed to allow up to 90cc four strokes in the 50cc Classic rounds at Jurby. So it began. My quest was to secure a Honda SS50 racer from the CRMC membership in (as a starting point) and I quickly found such a bike on Ebay in Liverpool, contacted the seller and the deal was done. Having checked over the machine and made a few mods, it seemed to run OK at home so I duly turned up for a track day organised by the MSPBRA Classic 50cc Racing Club at Jurby. However, when I fired it up in the paddock it revved for a few seconds then, with an unpleasant crunching noise, the timing side cover flew off and deposited what was once the condenser and a set of points on the ground, then silence. Followed by laughter from the two stroke onlookers. Oh dear,

Page 35 not a good start, not even ridden it yet, so I borrowed a nasty Suzuki two stroke and went out to learn the circuit. Back in my workshop I came to the conclusion that the classic Honda 50cc engine with the 12 volt ignition was not going to be a championship contend- er, so I purchased a new Chinese copy Honda 90 engine, complete for less than £200. It fitted straight into the bike and ran perfectly. I entered it in the Port Erin road races and proceeded to run it in during practice. To my relief the bike ran well but was no match for two of the faster two strokes and the best I could get was third place. Not to be put off, I thought a rostrum finish in the first event was pretty fair. Back in the workshop once more, I decided to upgrade to a race cam and a big valve head, we put it on the dyno to set up and went from 3.8bhp to a staggering 9.8bhp. Wow!! The next event was a championship round at Jurby and the bike was running much better than I had expected. The poor reliability of those stinky two strokes certainly helped and, despite running off the track several times due to no front brake after the fourth lap in every race, I managed to bag 60 points for three second places. However, in a situation familiar to all racers, with the new power showing up the poor front drum brake, new forks, wheel and a twin pot disc brake were added for the next round. The bike was going well now but when the fast boys were out racing it was no match down the straights. I bagged another 46 points but I knew that would not be good enough for a championship win unless the strokers broke down. Luckily for me, they did (on a regular basis!) so by the end of my first season, having got the bug and also converted Section member Dave Quarry to racing the 50's, I managed to take second place in the championship. A good result but not good enough – after all, the honour of racing four strokes was at stake! Winter came and with it a new bike project. I found an SS70 frame in a skip in Northern Ireland and got a friend to post it over to me. Once blasted (big thanks to Chris Proctor for wheel building services and the use of his blaster), painted and enhanced via ebay parts, the new two stroke chaser was taking shape. My thanks to all those who helped me with the stainless tubing and welding, also Poggiali from Moto Three who supplied the fairing and screen, not very classic looking but great streamlining. The motor, another Chinese copy 70cc Honda, was fitted with a 52mm slipper piston, new

Page 36 barrel, four valve head (making it an 88cc), oil cooler, full race ignition , race carb and exhaust system, and made 12+ bhp on the dyno (and 147 decibels!). The bike was now much lighter and better streamlined and, coupled with many months of Heather's Bap's salads, I was ready for the first round of the season. The bike was quite good but the gearing required changing to enable full use of the extra bhp. After a few rounds I was clocking up some decent wins and points to lead the championship through the summer. Then disaster struck. In a fit of paddock front brake frenzy, I fitted the tricky anti-dive front brake calliper bracket the wrong way up, which caused the brake to lock on at the end of the back straight on the first lap with such force that I was thrown down onto my face and shoulder. I bounced and somersaulted back through the air to land on my hands and knees, sliding down the track and hitting the grass, then being flung back down on my front again and winded. As I rolled over onto my back to gasp for air to enable me to emit expletives, I watched the bike going end over end, on each revolution something large would fly off it and land on the track, causing major inconvenience to the other riders.

Page 37 The race was red flagged and, after what seemed to me to be ages, I managed to get up and breathe, but with great pain from my shoulder and ribs (not to mention the looks I received from the family who had all came over to watch, as I had been doing so well in the previous rounds). What a show up, falling off a souped up moped!! I missed the next two rounds due to injury, and bike rebuilding duties, but limped back to ride the last three rounds, having slipped down to second place again in the championship. My third, and last ever, year of racing has seen me spending so much time developing the engine and bike that it has taken nearly all of the season just to get it finished, so I am resigned to end up once again in second place. It no longer looks classic, although it does look smart and goes like stink, but at least I proved the reliability of the four stroke – it all makes our messing about a lot more fun, although perhaps with less racing the clock in the paddock, and more racing on the track! Martin Stratford - Parson

Page 38 It’s 1966 (the year the VMCC Isle of Man Section was founded of course) and, despite the chaos caused by the Seaman’s Strike, the Manx Grand Prix is underway. However, John Findlay’s race is about to take an unexpected, and most unwelcome, turn for the worse. Quite why his rear suspension unit took on the shape of a banana is lost in the mists of time but, suffice to say, “Stopping to make adjustments” would not be an option in this case! Photo courtesy of Amulree.

Page 39 Page 40 Page 41 Page 42