Issue 47 2017 Page 2 Page 5 - Chairman’s (Final) Chat

Page 6 - Rupert’s Year End Report

Page 7 - Rider Profile No.32 - IK Arber

Page 8 - Yellowbelly Notes - Alpha “Centuri” (in a galaxy near Dudley)

Page 10 - Book Review - “Edward Turner - The man behind the motorcycles”

Page 12 - Book Review - “You can’t wear out an Indian Scout”

Page 14 - The First 100mph lap of the Mountain Course

Page 19 - A Moment in Time

Page 20 - New Members

Page 22 - Another Fine Year of Sport - 2016 Trials Report

Page 25 - 2017 Test Days

Page 26 - VMCC Events Calendar 2017

Page 28 - Pride & Prejudice (not forgetting Perception)

Page 30 - One Day in 1961

Page 32 - Club Awards 2016

Page 34 - A trip down memory lane - on two wheels

Editor: Harley Richards [email protected]

Cover Pictures:- Turn over to page 4 to read the full story of these machines.

Page 3 The left hand photo on the cover is of my father, in! I located a chap in Norfolk who made me new Jimmy Gibson, aboard a 1925 Big Port AJS. This primary and rear chain cases, a rear stand and a had been purchased, in bits, from a chap called back luggage rack (all of which were missing) Bram Hennery who lived in Pulrose for the from old Francis Barnett patterns. The bike was princely sum of £10. The bike had obviously been finally finished and, with the help of Bob Watson Bram’s pride and joy and he assured us that he (alias Gromit), it now has a battery, full working had sprinted it on the Island. The photo shows lights (LED no less!) and an electric horn. It gets Jimmy’s first outing with the AJS on the VMCC used regularly on Section runs and I have to say it TT Rally in 1966. This was in the very early days has proved very reliable. of the IOM Section. Jimmy used the Ajay on VMCC runs up until 1975 and its final outing was Gromit and I also dragged the AJS out from the a closed road parade from Charles Murray’s mu- back of the garage in 2010 – needless to say it seum to the Grandstand. Shortly afterwards it was in a sorry state (as shown in the accompany- was banished to the back of the garage. ing photo). We had the wheels rebuilt, got it running in its 1975 state and then put it through The right hand photo is of myself, Ian Gibson, on the Manx test, just as it was. I used it in that my 1930 Francis Barnett 196cc twin port Super condition for several years on the odd Section Sport. Features of this machine are its auto-lube run until it finally gave up the ghost. I have recent- system (heady stuff for 1930), and the famous ly rebuilt the bike, finding many problems with “built like a bridge” frame (sometimes called the the engine and cursing my father (to put it mildly) frame that would fit in a golf bag because it is all as a result, but I also have to thank him for never straight tubes bolted together). I was on my first throwing anything away - there is definitely a VMCC TT Rally, this time 1967, and I was 16 at moral in there somewhere. Apart from a few that time (the rather stylish Tam O’Shanter hav- snagging points, it is finished, if you can ever say ing been purchased specifically for the event!). that about an old bike (the bottom photo on the cover showing the AJS and FB as they currently I used the Barnett in club outings up until 1971 are). I have taken it for a test run up the road and but, by then, it was run into the ground and was I will say it is not for the faint hearted! Now it’s also banished to the back of the garage. The poor just a question of keeping my eyes open for the old bike lay there until 2005 when I pulled it out next old bike that may still be at the back of the and started to re build it - what a sad state it was garage. Ian Gibson

Page 4 Chairman’s (final) Chat

May I start by wishing you all a (belated) very Looking to the future, we have a new updated Merry Christmas and a Happy New Year from web site about to appear with a separate section me, and all of your committee members. The dedicated to on line ticketing for the Festival, this times they are a-changing, at least for me, this hopefully will enable Gary`s gate staff to have an being my last missive as Chairman before I stand easier time and, NO, we will not forget the down at the AGM. members who are not computer users. Would you like us to organise some basic IT training? I thought that I might indulge myself by looking Nothing too complicated, even I can now just back at some of the highlights of this, and previ- about use an iPad! Please do give it some thought. ous years, not in any particular order. We have certainly grown as a Section, both in numbers and There are a significant number of challenges both scope. within our Section and the outside world, but there appears to be an acknowledgement that Having taken over the original Manx rally, which the VMCC IOM Section has a voice which is was traditionally run by the VMCC HQ, we have being heard, backed up by a group of individuals gone on to create a new event which covers the willing and able to carry proposals and not just whole of the Classic TT and MGP - with our running a talking shop. I am aware that we have a premier event at the Festival of . number of dissenters within our ranks who see our obsession with the Jurby Festival and the A series of UK rides initially to the Lake District running of events as not How Things Used To Be. has now become an established event currently However, please remember before you harp on based in Morecombe, with imaginative plans for that Jurby creates the funds which benefit ALL venturing further afield if there is sufficient inter- club members - I don’t recall any complaints est. about free tea and food at our Section runs, or the free Test Days, or Vintage Mann but I may be 2011 saw us organise the TT Mountain Challenge wrong? which was primarily for machines of an earlier era with a good number of overseas visitors enjoying I will be staying on the events committee if elect- the Island for the first time. ed and I will continue to play my part - what are you prepared to do? We need volunteers who The Section launched its own magazine (under will take an active role and guide the Section into the leadership of Job Grimshaw) and web site the future, no free rides, you will find things (organised and run by Steve Price), both of which challenging and no doubt infuriating but you will I believe were firsts in the VMCC. The increased find that the results are well worth it, numbers at the Festival year on year has exceed- ed our wildest dreams and the introduction of So that’s it, rant over, but please think on, every- our Test Days has proved very popular and in- thing that we do is for you! creased the Section’s numbers significantly. Of course, all of these activities could not have taken Best Wishes, Richard place without a vast amount of work and cooper- ation from your committee members, enthusias- tic members and friends for which I thank you very much!

Page 5 Rupert’s Year End Report

‘tis the week before Christmas and, with the An evening with – going for- Section’s financial year end looming large, this is wards, the committee would like to invite a a particularly busy period for your Treasurer, celebrity over every year for an evening chat books to be balanced, accounts to be prepared show that is open to the public to attend. The etc. etc. I suppose you would describe me as a costs will be subsidised by the Section – “profits” Luddite – I hate the thought of computerising the to charity. accounts – and steadfastly cling to the past, enter- ing everything by hand into the ledgers. Before You might ask why the Section doesn’t do more Liz May took on the job of auditing our accounts, (it can clearly afford to) but I feel the more the task was handled by Joan Sherry who was important question to ask is: “Where does the into her eighties and simply amazed at how igno- money come from?” The simple answer is – THE rant I was (am) of the computer’s benefits. Well, FESTIVAL OF JURBY. Yes, Section night raffles/ I don’t know about you but I find writing a letter, auctions and income from Club Trials all add to for example, with a fountain pen a much more the pot. However, there’s no getting away from rewarding experience and definitely quicker than the fact that everything we do is totally under- an email – no doubt about it! As for the accounts, pinned by our income from the Festival. That is I’m quite content doing what I’m doing. why the committee continue to plead for help in running the event, we are so utterly dependant As part of the expanded format of this issue of on outside forces, such as G4S, that at times it is Vintage Mann, Harley has asked me to shed some embarrassing. Outsiders can’t understand why light on the Section’s finances, so here we go. To we have so much difficulty in persuading our own put it simply - we are doing very well thank you club members to help out on the day when the very much! We have five bank accounts and, as I benefits to the club are so obvious………. write, have amassed a little over £140,000.00. This is no mean achievement and it is not as “Never mind all that” I hear you say “What are though we haven’t been spending any money: we going to do with all that lovely lolly?” Now let’s consider for a moment the Section’s ex- that is the BIG question!!! From my personal penditure over the past year and look at the “big viewpoint, I was hopeful the Club would look at ticket” costs. purchasing some land for the trials boys or perhaps look to buy our own club house. How- The Annual Dinner and Summer Parties ever, the committee, for good reasons, do not were both heavily subsidised by the Section – net share my views. Therefore, what shall we do? On cost to the Section: £5,650.00 the face of it, we have more money than we need and, on the basis that income from the Festival Three Jurby Track /Test days – free to all will continue to swell the coffers, we might like members – cost to the Section: £1,500.00. to consider charitable donations or perhaps Club Nights – free to all members - the Section sponsoring a TT/ MGP newcomer, or even build pays the Vaga’s fees and any shortfall with the our own bike to enter the Races. Please do give catering. it some thought, the AGM is coming up in March Club Run Catering – free to all members – and so why not come along and air your ideas on annual cost to the Section is around £2,500.00. the night? It should make for a most interesting evening. Vintage Mann – free to all members – annual cost to the Section is around £2,000. Rupert

Page 6 Rider Profile No. 32 – IK Arber

Ivor Kenneth Arber was born in Kettering, Northants in 1917.

During World War 2 he served as a pilot in the RAF. Commissioned in 1945, he was awarded the Air Force Cross for bravery. He left the RAF after the war but re- mained in the RAFVR.

A keen motorcyclist and engineer, he raced at Silverstone and Ansty, and had been a consistent performer in the Clubman’s TT since 1948 – winning the Clubman’s Senior Race on a Norton in 1951 despite a spill at Governors on the last lap. This entitled him to a free entry in the following September’s .

Entering the 1951 Senior MGP on his Norton, he unfortu- nately retired at on lap five whilst in 3rd place. Returning for the MGP in 1952 he again entered the Senior, this time on a Francis Beart Norton, along with racing colleague Ken James – also on a Beart Norton.

During morning practice on September 2nd, Arber unfortu- nately crashed on his second lap at Glendhoo Lane, yards from , and was tragically killed. Coinciden- tally, Ken James on his Beart Norton crashed the following morning – between Cronk ny Mona and Signpost Corner and he too was killed. It was a tragic end for two brilliant riders.

Ivor Arber – 1917-1953 – is interred in Douglas Borough Cemetery. Dorothy Greenwood - Photos by Dorothy Greenwood/Amulree

Page 7 Yellow Belly Notes Alpha “Centuri” (in a galaxy near Dudley)

If you Google the above name, the internet known that Royal Enfield had supplied a GP.5 knows better and despite using the correct spell- chassis but here were two examples housed in ing (sic) you are directed to Alpha Centauri, DMW frames, and one in a Ducati rolling chassis! which, as I’m sure everyone knows, is the closest (Pic. 4) This had to be the most comprehensive star system to our own solar system. line up of the surviving models.

So, what were Alpha Bearings Ltd. thinking of in The Ducati example had been lovingly restored 1966 when they launched their new racer? In by a man whose late brother had raced it in the June at Cadwell Park the Vintage Club, in con- period. In his book “British 250 Racer”, Derek junction with British Historic Racing, staged an Pickard says that “Only a handful of racers were event with some surprising participants (Pic. 1). built. The little firm never did have the resources

Pic 1.

The racing produced grids with a mixture of to develop such a machine and they went back to bikes from different eras, and not always with concentrating on crankshafts”. predictable results. The “Avenue of Clubs”’ had over 500 bikes on display and it was here that I Does that make them historic failures? Well, got a big surprise (Pic. 2), it was the rarest of the speaking as someone who owns a 250cc Alpha Centuri racers using their own chas- Oulton, I prefer to think of them as an interesting sis. Then I realised that I was looking at a line-up footnote to the sixties. of racers using that engine (Pic. 3). I had always

Page 8 Pic 2. Pic 3.

Then, when everyone was packing away on Sunday evening and the meeting had been de- clared a great success, I spotted in a van, with no-one around to speak to, a very famous bike with an illustrious past – legendary Todd Ban- tam. (Pic.5)

I will make this my final contribution to Vintage Mann and hope that my foolish ramblings have been of some interest. Remember, keep your eye on the flag, crack on, and have a good one.

Pic 4. Pat Sproston, Louth, Lincolnshire

Pic 5.

Page 9 By Jonathan Hill

Page 10 “Edward Turner – the man behind the motorcycles” This is an official biography of the man who was Embodying lightness with a powerful vertical probably the most important individual in the twin-cylinder engine, Turner’s design of the 1937 history of the British motorcycle industry - when- Speed Twin was revolutionary, and so good that ever motorcycles are discussed amongst enthusi- it remained in production for 29 years. Long asts, the name of Edward Turner is invariably overdue, this deeply researched work by the late mentioned. Whilst known world-wide for his Jeff Clew gets past Turner’s irascible exterior to landmark designs, e.g. the four-cylinder Ariel reveal the man, his life and work and the huge Square Four and the Triumph Speed Twin, etc., contribution that he made to his country and the E.T. remained an enigma, described by those evolution of the motorcycle. Despite achieving who worked close to him as both difficult and great success – he was one of the few to have charming, impatient, autocratic and brilliant. amassed a personal fortune from the industry – E.T. suffered a great personal tragedy in 1939 Born in 1901, Edward Turner was a truly gifted when his first wife and three friends were killed individual whose forceful character, design flair in a car crash. In later years he suffered from and business acumen drove Triumph from near diabetes and died, aged 72, at his Surrey home. bankruptcy in the mid-1930s to such heights of success that the company often struggled to Pictured on the front cover is Bill Johnson of reach the clamouring demand for its products Johnson Motors Inc., Triumph’s Los Angeles world-wide. based west coast distributor, looking rather envi- ously at E.T. posing, centre stage as ever, on this From the early post-war years, E.T. saw the early post-war Speed Twin with film star Rita potential of the American market and travelled Hayworth on the pillion at a screen set. Featuring there regularly to establish and maintain a large many images from the Turner family’s private dealer network. Triumph achieved many sport- photograph collection, and reprinted after a long ing successes stateside, including the unofficial absence, this book is an excellent addition to any world motorcycle land speed record . . . all of enthusiast’s library. which greatly enhanced their sales figures.

Author: Jeff Clew Foreword by John R. Nelson MA (Eng.), M.I.Mech.E. Veloce Classic Reprint Series 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] www.velocebooks.com Softback, 210 x 250mm (portrait), 160 pages with over160 colour and black and white photographs and illustrations. ISBN 978-1-787110-50-2 £19.99 UK, $35.95 USA, $46.95 Canada

Page 11 By Jonathan Hill

“You Can’t Wear Out an Indian Scout”

The Indian Scout motor-cycle is the favoured By the early 1900s cycle racing was very popular mount for Wall of Death riders all over the on oval-shaped banked wooden tracks. The world. Drawing upon modern and archive mate- theatrical stage was then the preferred medium rial, most of which is previously unpublished, in for entertainment and it was here that showmen this book Wall of Death owner/ rider Allan Ford and impresarios saw an opportunity to showcase and author Nick Corble explore the reasons speed. The earliest known example of this was an behind this relationship and bring the story of the Australian invention patented in 1901 called the Wall up to date. It’s a story that spans more than Jones-Hillard Bicycle Sensation: a circular wood- a century, starting with experiments with motor- en track made up of a series of upright slats set ized bicycles in the 1890s, passing through two up to allow spectators to view what was going on world wars and ending by looking to a future inside. Designed to be erected and taken down where Indians continue to be restored and rid- easily, the Jones invention soon began wowing den on the Wall. audiences in the UK. had evolved and in America the Silodrome (the blue-

Page 12 print for what became the Wall of Death), re- In this new and updated edition, we read how TT placed the notoriously dangerous wooden board rider and multi-speed record holder Guy Martin tracks. trains to ride the Wall, initially riding a Honda CB200. When tutor Ken Fox was satisfied, a Although other machines have been used, the 37.5-metre diameter megawall was constructed Tom Davies Trio used Levis two-strokes, the in an old aircraft hangar. bike of choice is still, believe it or not, the flat- tanked Indian Scout of the 1920s. The legendarily Using the latest incarnation of the Indian Scout reliable 600cc side-valve V-twin engine was bolt- (modified and prepared by English importers ed directly to the gearbox, using a geared prima- Krazy Horse) to acclimatize himself to the huge ry drive and, suitably stripped down, the G forces, Martin reached 78.15 mph on a home short-wheelbase machine with its leaf-sprung built BSA triple to gain the world Wall of Death trailing-link forks, low centre of gravity, left-hand speed record, as accredited by the Guinness throttle and footboards was ideal for this risky Book of Records. form of entertainment.

Authors: Allan Ford and Nick Corble Published by Amberley Publishing PLC, Cirencester Road, Chalford, Glos GL6 8PE Tel.: 01285 760030 Email: [email protected] www.amberley-books.com Softback, 168mm x 246mm, 128 pages, with 172 illustrations illustrations. ISBN 978-1-4456-5909-1 £19.99

Page 13 The First 100mph lap of the TT Mountain Course Celebration of the sixtieth anniversary of the first tion to speculate: 'is a 60 mph or even a 70 mph 100 mph lap of the TT Mountain Course is to be TT possible in the future?'. a big feature of this year's TT and Classic TT meetings. Here's how it was achieved. While the eventual answer to that speed question turned out to be yes, the poor condition of the 'TON' LAP – A Diamond Jubilee Manx roads held back machine performance over When the first Tourist Trophy race for motorcy- the next few years and it was not until riders cles ran over the St John's Course on the Isle of gained the benefit of an early 1920s road-surfac- Man in 1907, the fastest lap of 42.91 mph was set ing programme, that lap speeds really began to increase.

Progress It was the talented Jimmy Simpson who achieved the first 60 mph lap in 1924 on an A.J.S., the first 70 mph lap in 1926 on another A.J.S. and the first 80 mph lap in 1931 on a Norton. But while Jimmy could be guaranteed to go fast, he frequently failed to finish, for racing machines of the era were relatively fragile and needed to be nursed a bit if they were to complete the 7 laps and 264 miles of a TT race. Charlie Collier () speeds over the loose and dusty road surface of Bridge in an early TT. After the major boost to lap speeds by Rem Fowler on a fixed-gear, belt-driven Nor- from better road surfaces in the 1920's, it was ton. That may not sound particularly fast, but it primarily machine development yielding greater was an exciting speed for the time because the power and increased durability across engines, narrow 15½ mile course in the west of the Island gearboxes, frames and brakes, which made the comprised roads of loose-surfaced macadam, biggest contribution to subsequent growth in without any tar binding. speeds. Long gone was the notion that a TT race was run to aid the development of 'the ideal Determined to push the development of 'the touring motorcycle', for manufacturers seeking a ideal touring motorcycle', particularly the adop- win needed to produce purpose-built racing mo- tion of variable gears, the organising ACU moved torcycles. However, it was no coincidence that the TT races to the more demanding 37¾ mile firms turning out TT-winning machines, like Mountain Course in 1911. Its action seemed Rudge, Sunbeam and Norton, also produced vindicated when the 1911 win went to Oliver quality touring and sports machines. Norton Godfrey on his two-speed Indian, with the fastest went on to dominate TT racing through most of lap achieved by Frank Phillip on his two-speed the 1930s and it was Freddie Frith who set the Scott. Frank's best lap speed was 50.11 mph and first 90 mph lap in 1937, riding a 500cc single- his performance set a benchmark for future cylinder model from the Bracebridge Street races. Indeed, it led one forward-looking publica- concern.

Page 14 The intervention of the Second World War the job in 1954 and the press played up the meant no TT from 1940 to 1946 and when it likelihood of the 100 mph lap. Unfortunately, returned in 1947, the only fuel available was 'Pool' after all the speculation, rain spoilt play in the petrol of 72 octane. This required lowering of Senior race, the win went to Ray Amm (Norton) compression ratios, which reduced power out- and TT fans had to wait another year for riders to puts, so speeds in the immediate post-war years have a tilt at what had developed into the Holy were below pre-war ones. With slightly better Grail of TT racing, a 100 mph lap of the Mountain quality fuel available from 1950, the pace picked- Course. up again, much assisted by Norton's introduction of the 'Featherbed' frame and by the appearance Come the Senior TT race of 1955 and the 'ton' of to ride it. lap was very much on peoples' minds. Encourag- ingly for spectators, Geoff Duke and his A 100 mph Lap? broke the existing lap record of 97.41 mph from It was Duke who became associated with early- a standing start and thereafter pulled away from 1950s speculation about a 100 mph lap of the TT team-mate Reg Armstrong, further upping the Mountain Course. Interviewed by Graham Walk- lap record as he went. Upon completion of his er back in 1952, he was asked about the possibil- third circuit it was announced that he had ity and time-scale of someone circulating at an achieved the elusive 100 mph lap and there was average speed of 100 mph. Still riding for Norton, cheering in the Grandstand. Shortly after, it was he felt that the first 'ton' lap would go to someone announced that he had actually just missed the on a four-cylinder bike with good handling and 100 mph lap, recording 99.97 mph and the capable of 150 mph. He went on to say that he crowds booed in disappointment. Geoff had believed it could happen in 1954, a prophecy he been less than a second short of the 'ton', but he repeated during a public discussion in early 1954. rode on unaware and intent only on taking victo- ry. In this he was successful and after his seven By then Geoff had left Norton for Gilera, who laps he finished two minutes ahead of Reg Arm- claimed improved handling, reduced weight and strong, setting new race average and lap records. an output of 64 bhp @ 10,500 rpm for its four- cylinder 500cc racer. It really sounded as though The lap record remained intact in 1956 and come the Italian company had given Geoff the tool for the Golden Jubilee meeting of 1957, race follow- ers hoped that the elusive 'ton' lap would crown a week of celebrations. As usual, the last race of the week was the big one, the 'Blue Riband' Senior event, which ran un- der ideal conditions. While an injured Geoff Duke was missing from the fray, an on- form Bob McIntyre took over his ride on the factory Gilera. Bob was challenged in the early stages, but then rode away from the MV Agusta, BMW and Moto Guzzi opposition, breaking the long-standing 100 mph With both wheels off the ground while cranked over, Geoff Duke lap barrier four times en rides his Gilera to victory in the 1955 Senior TT. route to the chequered flag,

Page 15 to leave it at 101.12 mph. It was a convincing In the sixty years that have elapsed since McIn- win, for second place John Surtees (MV Agusta) tyre set the first 100 mph lap, factors like devel- was some 2 minutes behind, with Bob Brown opments in race machinery, increases in (Gilera) third and Dickie Dale on the Moto Guzzi permitted engine capacity and changes to the V-8 fourth. The overall time to cover the special- course, have seen many riders follow in his ly extended eight-lap Senior Jubilee TT race, was wheel-tracks and it wasn't long before 350cc, just over three hours for the winner and after 250cc and even 125cc machines were lapping at those 300 racing miles it was reported that 'tyres over the ton. Even so, when 'Bob Mac' burst of the first three finishers appeared relatively through the 100 mph barrier in 1957, no one unworn'. They still ran with a slim 3.50 inch imagined that almost sixty years later, lap speeds treaded tyre on the rear. would have increased by another one-third, with Michael Dunlop lifting the outright lap record to Fans were elated by Bob McIntyre's perform- 133.96 mph in 2016. ance, although his record-breaking achievement seemed not to mean overmuch to the rider, for It is fitting that at this year's nostalgia-orientated after the race he said 'I was a happy man that Classic TT, Michael Dunlop will put aside his night. Not so much because of the 100 mph laps modern 220 bhp TT machine, don a pair of plain that were so publicised but because I was the black leathers and ride a 500cc four-cylinder only other Scot apart from Jimmy Guthrie to Gilera replica to commemorate the great Bob bring off the Junior (350cc) and Senior (500cc) McIntyre's first 100 mph lap from 60 years before. double'.

Common Still a Target

Bob McIntyre (Gilera) shows the effort required to lap at 100 mph, as he copes with the dip at the bottom of in the 1957 Senior TT. It was a time when full 'dustbin' enclosure of the front wheel was still permitted.

Page 16 Michael Dunlop (BMW) goes through , on his way to a 130 mph lap.

The TT organisers have always required anyone mph laps on singles. Production of Norton, wanting to race over the Mountain Course to Matchless and AJS racers ceased at the end of meet specified qualifying standards. Back in 1920 1962 and although they continued to dominate a 500cc runner had to complete at least one grids for some years, they were eventually over- practice lap within one hour, a lap speed of 37.75 whelmed by Yamaha two-strokes. Thereafter, mph. Today, TT qualifying is calculated by use of they formed the backbone of a worldwide Clas- a formula which means riders must lap at about sic racing movement and have been subject to 115 mph before being allowed to race in the continuous development for many years. With Superbike event, so 100 mph laps barely feature top riders aboard, latter-day replica singles are in their thinking. But qualifying standards are now lapping the Mountain within a whisker of lower for the MGP, where Newcomers are al- 110 mph. ways relieved to get round in 22 minutes 38 seconds and thus set their first 100 mph laps, Proving that the 'ton' lap is still a worthwhile before moving on to faster ones. target in Classic racing, 2016 proved a special year for two other makes of 500cc singles. The Back in 1957 the 500cc Italian multi-cylinder Vincents developed by Patrick Godet from Philip Gilera and MV Agustas offered their riders some Vincent's Grey Flash racer set their first 100 mph 15 bhp more than the best British Manx Norton laps in the hands of Horst Saiger and Cameron single-cylinder machines. Despite singles handling Donald, while an example of that stalwart of better than fours, the difference in power was racing machinery, the BSA Gold Star, also too great for them to make-up around the pow- achieved its first ever 100 mph lap, ridden by er-hungry TT Course and it was actually 1960 Philip McGurk. before and 'rode the wheels' off their Nortons to set the first 100

Page 17 2017 Classic TT How So Fast? The fastest lap of the Mountain Course by a It would take a book to fully explain how and why 500cc Gilera is 105.57 mph, a figure set by John TT speeds have increased so enormously over Hartle when the marque returned to the TT in the past 110 years and, conveniently, one is just 1963 to race under the Scuderia Duke banner. If about to be published by this author: 'Speed at Michael Dunlop does more than parade the four- the TT Races – Faster and Faster' by Crowood cylinder Gilera and actually contests the Senior Press, ISBN 978-1-78500-298-4. It will be Classic TT on it in 2017, everyone will watch 'available at all good booksellers' in the Spring. with interest to see the lap speeds he achieves. What chance of him meeting the TT Superbike Thanks for the use of photographs go to Alan and and Senior race qualifying figure of c115 mph? Mike Kelly of Mannin Collections, FoTTofinders and Vic Bates. c David Wright – December 2016

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

Page 18 A Moment in Time

Exactly when this Moment in Time took place, results of the weighing process did not result in and who is in the photograph, is anyone’s guess any penalties or handicaps being awarded. (although the two-stroke Velo would suggest sometime in the early ‘20’s) but the more intrigu- Perhaps it’s something we should consider re- ing question is: what is going on? introducing, I can imagine much “good natured banter” between today’s riders as the salad dodg- Clearly, a man (strangely in civvies rather than ers are separated from the gym bunnies! race gear) and his machine are being weighed prior to participating in some race on the island – Photo by Amulree most probably the TT – but to what end? Well, no one seems to have a definitive answer to that question.

Weighing in, as shown in the photo, was certainly a part of race preparation at that time but, unless someone knows something to the contrary, the

Page 19 New Members A Hearty Welcome to ...

John McCloskey, 36 Ballachrink Drive, , IM3 4NQ Nigel Kneale, 15 Threshold, Jurby, IM7 3BG Mark De-Beaufre, Eary Keeil Beg, Begoade Road, Onchan, IM4 6AX Ralph Kee, Mayside, Crescent Road, Ramsey, IM8 2JR Catreena Hisscott, Eary Keeil, Begoade Road, Onchan, IM4 6AX Antony Nicholls, 107 King Edward Road, Onchan, IM2 3AS Matt Hine, 22 Head Road, Douglas, IM1 5BA Peter Crellin Sn, Ballakneale, Vicarage Road, Douglas, IM2 2QF Andrew Pegge, Whitebeam, South Cape, Laxey, IM4 7HY Angus Jolly, 7 St. Patricks View, Ramsey Road, Peel, IM5 1UR Huw Williams, 3 Croit ny Glionney, Colby, IM9 4PP Colin Lord, 31 Parliament Street, Ramsey, IM8 1AT Ian Gray, 46 Fuchsia Road, Reayrt Ny Keylley, Peel, IM5 1GA Thomas Burnett, Springhill, Main Road, Village, IM7 4HH Alan Burrows, Rockwood, Ramsey Road, Laxey, IM4 7PY Steve Cooil, Kionslieu Cottage, The Eairy, IM4 3JA Toby Marshall, Baljean Cottage, Baldhoon Rd, Baldhoon, Laxey, IM4 7QL

Page 20 Page 21 Another Fine Year of Sport 2016 TRIALS REPORT

The Section ran its customary ten trials at various In second place was Paul Smith, with the return- venues around the Island in 2016, with all ably ing Jamie Blackburn third. managed by Sean Seal and his small (very small) band of helpers. Just to emphasise, that is ten The Invitation 'B' Championship went to the Section events run by one man! Of those ten evergreen Paul Doherty on his trusty Yamaha events, eight counted towards the Club Champi- twin-shock, with modern Gas Gas rider, and onship and the other two were 'stand alones', former TT winner, Chris Palmer taking the run- they being the Handicap Trial and the Geoff ner-up position. Cannell Memorial event. All brought their cus- tomary enjoyment, for everyone concerned, the There was less representation in the Youth year finishing with a big entry for December's Invitation class this year, but Katylyn Adshead 'Mince Pie' Trial at Knock Froy. This saw Class used her growing Trials skills to run out a clear wins for Steve Lace, Mike Kerruish, Sam winner on her Beta. Ansermoz, Robert Taylor, Bobby Moyer and Ella Doherty, plus the resolution of some close In the two non-championship events, the fought battles in the season-long Club Champi- Handicap Trial is always weighted in favour of onships. older riders on older machines and saw a win for Andy Sykes, while a somewhat younger Brent 2016 Championships Seal (Yamaha) took the handsome premier In the premier Vintage 'A' Championship class, trophy for his win in the Geoff Cannell Memorial Kevin Whiteway had a fine season of consistent Trial – the second time he has done so. and quality rides. Overall, 2016 saw entries down a little on recent Contesting all events, Kevin rode his Tiger Cub years, but they remained at a level where the to a worthy Championship win from Sammy Ball, organisers were comfortable with the numbers with Jim Davidson pressing hard in third place. involved, while riders knew that the slight reduc- tion meant that the bugbear of over-large entries In Vintage 'B', multiple Champion Andy Sykes - queuing at Sections - was largely avoided. That maintained his winning ways on his rigid BSA suits them, for they are just happy to get on and Bantam, pursued by runner-up Ian James, who ride the course, knowing that Sean sets out ob- appeared on SWM and Yamaha machines. Third served sections to a standard that offers a sport- was Jon Duncan (Yamaha). ing challenge, but is not designed to break rider or machine. The Club also runs Invitation Classes which non- members can contest. Let's hope that we get as good a season's sport in 2017. Winner of the Invitation 'A' Championship was Daniel Smith, who repeated his wins of 2014 and David Wright 2015 riding a mix of Suzuki, Sherco, Triumph and Montesa machines. See overleaf for the Final Club Championship Standings for 2016.

Page 22 Ian James Sammy Ball Jim Davidson

Paul Doherty Andy Sykes KevinWhiteway

Photos: Dave Welsh

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

Page 23 Final Club Championship Standings For 2016

Vintage 'A' Invitation 'B' Best Four-Stroke 1 Kevin Whiteway 1 Paul Doherty Kevin Whiteway 2 Sammy Ball 2 Chris Palmer 3 Jim Davidson 3 Carl Smith Best Two-Stroke Sammy Ball Vintage 'B' Youth Invitation 1 Andy Sykes 1 Katylyn Adshead Handicap Trial 2 Ian James 2 Josh Blackburn Andy Sykes 3 Jon Duncan 3= Fraser Hegginson 3= Ella Doherty Geoff Cannell Trial Invitation 'A' 3= Bobby Moyer Brent Seal 1 Daniel Smith David Wright 2 Paul Smith 3 Jamie Blackburn

Page 24 2017 Test Days

As the Section will once again be running three you change groups if your speed / ability is Test Days this year, the Committee thought it dangerously at odds with the rest of the might be worthwhile to explain what they’re all group. As before, each track session will about (for those members who haven’t attended be limited to ten minutes so no one should in the past) and explain a few changes that will be have to wait too long for their next outing. implemented going forwards (for those who have). ● At present, it is intended that each group will be taken out on separate sighting laps The intention of the Test Days has been very at the start of their first session. simple from the outset; namely, to give Section members an opportunity to test their machines, ● If you have to come into the pits from a and sometimes themselves, in the safe environ- session for any reason other than the ses- ment of the Jurby track. As there is no competi- sion coming to an end (i.e. to trace a tive element involved, we have been able to keep misfire etc.), you will not be allowed back things simple – to participate, a member needs: on track until your group’s next session. Similarly, once the entry gate has been ● to be a current VMCC member (you will closed after a group has started a session, have to produce a valid membership card) the Marshals will not allow anyone else ● to be riding a VMCC eligible machine (i.e. out on track. These changes are simply to at least 25 years’ old) avoid people pulling out of the pits in front ● to be wearing one, or two, piece leathers/ of other riders. equivalent (i.e. no jeans) Even if this doesn’t sound like your idea of fun, and there is no proposal that those conditions why not make the trip to Jurby for the next Test will change going forwards. Day anyway? There’s no entry fee, you will be guaranteed an eclectic selection of machinery in However, to reflect the growing number of track the paddock, there’s catering to stave off any focussed (but still VMCC eligible) machines that hunger/ thirst pangs and (weather permitting) members are now using, it has been decided to what could be better than watching like-minded introduce some changes to proceedings. These souls putting their bikes and themselves through are as follows: their paces? See you there? Harley ● there will be allocated Fast and Slow groups. It is up to each member to decide which group they (and their machine) will be most comfortable in but, once that decision is made, you will only be allowed Jurby out on track with the appropriate group Race and displaying a sticker appropriate to that Track group. Hopefully, most members will in- stinctively know which group will actually suit their/ their bike’s ability but the Mar- shals will have the authority to “request”

Page 25 VMCC IOM Section Events Calendar 2017

January 12th Club night at Vagabonds 8pm Prize Presentation. January 15th Trial at Old Stony Mountain 1:30pm start

February 9th Club night at Vagabonds 8pm “The Bonneville Boys” February 19th Trial at Scarlett 1:30pm start

March 9th Club night at Vagabonds 8pm AGM March 19th Trial at 1:30pm start

April 9th Road Run, 1:45 for 2pm start at Laxey, finish at Village Hall, Organiser Jim Crook. April 13th Club night at Vagabonds 8pm Magic Lantern Old Bike Slides April 16th Trial at Arrasey 1:30pm start April 27th Road Run, 7.15 for 7.30 start Kirk Michael, Pie & Mash at the Old Vicarage, Organiser Tony East *TBA* Bikers Night Out at Centenary Centre, Peel, Colin Seeley & John Cooper Chat Night.

May 7th Road Run, 1:45 for 2pm start at Grandstand, Bob Thomas Run. Organiser Paul Boulster May 11th Club night at Vagabonds 8pm Noggin & Natter May 20th Trial at Bimsons Field 1:30pm start May 21st Test Day at Jurby start 10:30

June 11th Road Run, 1:45 for 2pm start at Grandstand, Harold Rowell Memorial, Organiser Ken Blackburn June 22nd Road Run, 7.15 for 7.30 start at St Johns, finish at The Marine, Peel for Fish n’ Chip supper, Organiser Rupert Murden

July 5th Test Day at Jurby start 10:30 July 13th Club night at Vagabonds 8pm - Setting the Scene for Jurby Day! July 16th Road Run, 1:45 for 2pm start at The Grandstand, finish at the Garey, Charles Craine Trophy, Organiser Norman Cowin

Page 26 July 24th – 28th Jolly Boys Outing to Morecambe Bay UK, Organiser Steve Leonard. July 30th Road Run, 1:45 for 2pm start at Kirk Michael, Hog Roast. Organiser Tony East

August 20th Trial at Billown Glen 1:30pm start August 24th - 31st Manx Rally August 27th Festival of Jurby

September 14th Club night at Vagabonds 8pm TBA September 17th Trial at Ballagarraghyn 1:30pm start September 24th Road Run, 1:45 for 2pm start, TBA

October 1st Test Day at Jurby start 10:30 October 12th Club night at Vagabonds 8pm TBA October 15th Trial at South Barrule 1:30pm start

November 9th Club night at Vagabonds 8pm TBA November 19th Trial at Dhoon Quarry 1:30pm start

December 14th Club night at Vagabonds 8pm Bring & Buy Sale December 17th Trial Pie & Cake at Knock Froy 1:30pm start December TBA Hangover Road Run

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Page 27 Pride & Prejudice (not forgetting Perception)

Well here we go – let’s start the New Year with sic”. No, hang on, vintage is actually pre-1930. a bit of controversy! The Club’s monthly Journal How does all this work? Well, to a complete consistently, and rightly, questions the future of stranger it doesn’t! A complete stranger’s per- the VMCC and the best way to attract new ception of the VMCC is a club for old bikes – younger members. The rolling twenty five year really old bikes. Here on the our rule should, and I am sure does, assist in this Section is used to meeting regularly with the quest. But, it is not the answer, to me the answer Manx Government to discuss all aspects of our is to simply change our name. There, I’ve said it. promotion of IOM plc by way of encouraging I know, it comes as a bit of a shock but, when visitors to enter our Manx Rally and the Festival you’ve calmed down and cast aside your preju- of Jurby. They really think they know all about us. dices for a few moments, and really thought it They help fund our activities and, all in all, are through I’ll be amazed if you don’t come to the very helpful. However, when they looked at the same conclusion as I have! entry list for the 2015 Closed Roads Parade Lap of the TT Course, they were somewhat sur- So, what’s in a name – what good would changing prised to see a starting grid containing lots of road our name have? I believe it would be immense – going Superbikes! “What are they doing in the seismic even. When I examine my own journey Parade – they’re not Vintage are they?” was a towards joining the VMCC, it was fraught, refrain echoed by a body that you would think fraught with all kinds of ill-conceived prejudices might know a thing or two about motor bikes! that largely centred around one word – VIN- “How can an Honda RC30 be Vintage – it’s not TAGE. That single word has so much to answer even “Classic” – it’s not what the public think of for and when you look at the Club today, this as “Vintage” – I don’t know that this is something magnificent broad church, that word is a non- we should be encouraging”. CONFUSION, sense and largely irrelevant. Yet, in terms of CONFUSION,CONFUSION. attracting new members it represents a huge barrier. Another example: I was in the bank the other day attempting to unravel a mess I had got myself into I’ve enjoyed the majority of our Section’s runs in over paying money out of the wrong Section 2016 and I think it’s fair to say I was the only rider account (we have several bank accounts – more consistently riding a genuinely vintage bike – a confusion!). Heather, my personal banker, was 1929 Scott. I’m merely making the point that, out talking about her husband Ron and his small col- of a regular turnout of between forty and fifty lection of bikes and wondering if I knew of a local bikes, I can only readily think of two or three club he could join. Ron owns a number of “clas- riders regularly on rigid/ girder machines. The sic” Japanese bikes that are all VMCC eligible. vast majority ride modern VMCC-eligible motor- Had Ron thought about joining our club? “What, cycles, and I feel sure this is typical across the the Vintage Club? No, my bikes are far too country. That’s fine by me – I’m not prejudiced young!” There, ladies and gentlemen, lies the one way or the other - but I am prejudiced problem – perception. We have all come to learn against that word “vintage”, I can’t help it, it’s so as we’ve grown older that perception is the name clearly unrepresentative. of the game. That is what we need to focus on – people’s perception of what we are all about. For a start, there‘s so much confusion – how can And, dare I say it, people’s perception will be a bike be “vintage” when it’s younger than “clas- prejudiced by that word “vintage”. My old racing

Page 28 mate John Knowles (who is somewhere in his That’s not a problem as I feel I’m on a kind of mid ‘70s) flatly refuses to acknowledge belonging voyage of discovery which has truly opened my to the VMCC – he says he’s far too young to join eyes to the wonders of early motorcycling for the/a vintage Club. And he’s not joking either!! which I wholeheartedly thank the VMCC. And Yes, as you now know I had the same problem, the likely truth is that had I not joined this won- and it was all down to how I perceived the Club derful club it would all have passed me by. I am and that word “vintage”! Had we not moved to keen that other motorcyclists should share my the Island I would no doubt still be regarding the experience of the Club and the first step towards VMCC with disdain. enlightenment is to make it absolutely clear who and what the club caters for. To me that means Which brings me to another point, and this is the word “vintage” must disappear and the something I’ve discussed with friends in the Club Club’s name change. But to what?? and we all concur – we found the Club, it did not find us. Much has been made about our inability I’m not so sure of my ground now. But I can to find new members but, believe me, they will envisage a national (why not international?) com- find us if the signposts are big enough and clear petition carried by all the main stream publishers enough. It also seems many worry about the lack heralding this brave decision - masses of publicity of interest in genuine vintage and veteran motor- and no doubt fashionable words like “moto” and cycles. “retro” being bandied about. But, perhaps a more simple title may be found linking the Club Once again, when I “found” the club I was slowly to its past. Something like “CLUB 1946” perhaps? drawn towards taking more than a passing inter- Anyway, I’m sure there are plenty of better ideas est in the early bikes. Over the course of my out there, the important thing to me is to pass on eleven year membership I’ve bought, ridden and our passion for motorcycles, and our Club, to this sold all sorts going right back to veterans through and future generations. Now, hands up those in the ‘20s, ‘30s and on to post war stuff. I was keen favour? to sample it all but somehow I feel I might be coming back to where I started – the sixties! Rupert

Page 29 One day in 1961….

The long-anticipated TT had arrived and, to me The rhythm of the flat belts on my big lathe made and my motorcycling friends, this was the high a slap every time the joint clip rolled off the big spot of the year. The downside was we were all pulley. The lathe was so old it was nicknamed going to have to go work during practice and race “The Horse Lathe” as it was rumoured to have week. However, the prospect of watching morn- originally been driven by a horse gin. ing and evening practice, plus a whole day off for the Senior event on the closing day, was some- Another ordinary day loomed when the front thing to look forward to. door swung open and two well-dressed men walked in. As they peered into the gloom – we We all speculated on the possible winners and were short of illumination as the company was had our own favourites, including a youngster of always short of money and most of the fluores- our own age whom we all envied – a certain Mike cent lights were out of action – the surprise Hailwood. visitors requested to see the boss (who didn’t recognise them). Practice week began and Tuesday found me at work in a small former tannery building by the However, myself and fellow apprentice Phil Tromode River on the outskirts of Douglas. On Quane did: the prosperous looking man in the the old worn front door a small wooden sign grey suit and white moustache was none other proclaimed that this was the premises of Tro- than Stan Hailwood, owner of Kings of Oxford mode Engineers – makers of jigs, fixtures, press (Motorcycle dealers) and father of TT rider Mike. tools and gauges (Pic 1). The other spry elderly man with glasses was the famous engine tuner Bill Lacey, who had been paid handsomely to prepare Mike’s Norton and AJS.

Much discussion took place between the boss and the visitors. Bill Lacey had a hard look at the machines in the workshop; they probably re- minded him of something he might have used while serving his apprenticeship forty years previ- ously. I should point out that, at this time, the staff consisted of the boss, a female secretary, two apprentices, one general engineer and John Nelson. John, although only twenty two, was an accomplished toolmaker and soon joined the discussion, later emerging from the boss’ office with the news that we were going to manufac- ture new selectors for a five-speed Italian gear- box which was fitted to Mike’s 350cc 7R AJS. The originals had been made from phosphor bronze and had worn; the plan was to replace them with case-hardened ground mild steel.

Pic 1

Page 30 Of course the boss wasn’t prepared to let the the selectors were cut with an elastic wheel to project interfere with normal work, so we would create the forks and Mike Hailwood was back in have to work in the evenings – Phil and I would business. do the preparation work and John would do the final machining. 1961 proved to be one of his finest hours with two wins in the smaller classes, a win in the The famous Stan Hailwood wallet came out and Senior on the Norton and a 100 mph average lap. we received £5 each, John had £20 for starters Unfortunately for us, and him, the Junior AJS with another £20 to come upon completion. We didn’t finish. Whilst in the lead, with two minutes never found out how much the boss got! To give in hand and fourteen miles to go, the gudgeon pin the reader an idea of our wages at this time in failed and won his first TT on a Norton. relation to the transaction, Phil and I were earn- I often wonder what became of his 7R with its ing about £3 a week and the Italian gearbox Italian five-speed box and Tromode Engineering allegedly cost more than a new 7R AJS – but selectors. would it all buy success? Whenever I recount this tale, I always finish up by The three selectors were machined and sent to producing the piece of selector left behind from Martin Baker at Ronaldsway (makers of aircraft the elastic wheel operation, which I retrieved ejector seats) for hardening, and the same night from the grinding dust when I cleaned the ma- the cylindrical grinding was carried out on a My- chine the following day – and here it is! ford 7 lathe fitted with a toolpost grinder. Finally, Norman McKibbin

Page 31 Club Awards 2016 Road Run Winners

Pic 1 Pic 2.

Pic 3.

Page 32 Pic 5. Pic 4.

Pic 1. EA Quirk Award – most runs completed Les Austin Pic 2. George Maple Award – sidecar driver Barry Davies Pic 3. Ken Teare Award Clive Robinson Pic 4. Peter Busby Award – sidecar passenger Margaret Davies Pic 5. Harold Rowell Award Brian Ward Pic 5. Ken Teare Award Clive Robinson

Page 33 A Trip Down Memory Lane - on Two Wheels

As 2016 saw the 50th anniversary of the Isle of needed a wider audience! The first shot shows Man Section of the VMCC, my original intention what is believed to be the first motorcycle on the was to pull together a short photographic history Isle of Man: owned by Mr Percy Brooks and seen of the Section’s activities during those fifty years. here at Ballaugh. However, once I began digging through Bill Snel- ling’s amazing archives I couldn’t resist the temp- Interestingly, the second shot shows the first tation to take an altogether longer look at how motorcycle to be registered on the Isle of Man motorcycling (and the Section itself) has evolved and wearing the registration MN 30. Quite why on the Island since the very beginning. I hope you Mr Brook’s machine wasn’t the first to be regis- enjoy this selection of photographs and, should tered is unknown – perhaps he had sold it by the you find yourself looking at the more obscure time vehicle registration was introduced? shots and thinking: “I know who/ where/ when that is!”, then please do get in touch and let me The third shot is a jump in time to the Post-war know. era and in it we can see an eclectic array of machinery (both two and four wheeled), lining up The three photographs on this page cover over for the Hillberry Sprint. This event, which ran up fifty years and, although none are linked directly from Hillberry towards The Creg, was a feature to the Section (or indeed the VMCC), I felt they of Manx motorsport for many years.

Page 34 We now move forward to the 1950’s and the are a temporary tax disc for visitors (hopefully establishment of the VMCC’s annual TT rally. not something we will see being re-introduced) These shots were taken at the 1957 rally and and, yes, that is how bikes were loaded onto show that, if nothing else, the Manx weather can ferries back in the day – a few scratches and be relied upon to be “changeable”. Also shown dents were all part of the TT “experience”!

Page 35 Into the ‘60’s and the format of the TT Rally is “newer” than 1942 (a state of affairs still being now beginning to look very familiar (these shots regularly discussed in the VMCC’s monthly jour- being taken in 1967) but, of course, with eligible nal). We also have a shot of the Steam Packet’s machines needing to be at least twenty five years finest, basking in the sunshine at Douglas. old, none of the participating machines could be

Page 36 Anne Davey swings out of the Grandstand on The use of black and white can be deceiving but her Royal Enfield to start a parade lap in 1971. look closely at what some of the spectators and riders are wearing and, yes, this really is a 1973 parade lap!

Firstly this is not the Royal Signals display It’s 1979, the sun’s shining, your Sunbeam is team (the White Helmets) and, as there are purring away on the Jurby tarmac and a large other photos showing the same team at crowd is enjoying the show. Life is good! other points around the circuit, it appears to be an attempt to get a human pyramid around the entire circuit. If so, tackling the Hairpin must have been quite exciting!

Another Royal Enfield rider – possibly taking colour co-ordinated riding gear a little too far….

Page 37 Bringing us up to date is a selection of photos 25th anniversary celebrations at Milntown in showing the 1981 VMCC rally (although the black 1991 and some group shots showing Section and white format does make it look like it could members out and about. have been taken many years earlier), the Sections All photos Amulree (except where noted)

Photo: Vic Bates

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