Page 1 Paradise & Gell has been located on Michael Street in Peel since 1974. Here you will find a wide range of furnishings to enhance any living space. Whether you are looking for something contemporary or a more traditional piece, then look no further than Paradise & Gell.

Page 2 Contents Page 2 Chairman's Chat Page 3 Secretary's Notes Page 5 Yellow Belly Notes - "The Eagle has Landed" Page 9 Bert Houlding: TT Pioneer Page 12 Manx Museums Page 16 Book Review - Excelsior - The Racing Years Page 17 New Members Page 18 Forthcoming Events Page 20 The 2011 Trials Season Page 24 Page 28 Tommy Wood - Rider Profile No. 15 Page 29 Sons of Thunder - Pt3 - Allan Jermieson Page 34 - Part 4 - Bob Thomas

Editor: Job Grimshaw Sub Editor: Harley Richards

Cover Pic - Bob Thomas Racing the ABC at the VMCC Chalfont Hill Climb. In Bob's own words …. This is a rare works Sport/racing model. As far as is known only one other example exists. This one was raced successfully at Pendine by Luther Davies of Swansea (There is a rumour that it was also raced at Brooklands by well known ABC rider Stephen Bassett, but this is not confirmed). It differs from all other models of the ABC in having a special frame, this has stiffer and stronger suspension. The front spring is shorter, the rear springs have extra leaves, also the rear springs are secured by “U” bolts against the small bolts of the standards machines. It has shortened cylinders giving higher compression, a larger bore induction pipe, and a mechanical oil pump. It is believed the crankcase has been replaced at some time, but when acquired in 1959 it still had a lot of sand on it. This suggested it had been raced in its present form. The straight-through exhaust pipes are those fitted before I acquired it. It is quick and handles very nicely. It uses Castor based oil. Pic & words Courtesy The Milntown Trust Page 1 Chairman’s chat Dear Members,

I start off this time on a sad note. As many of you will know Margaret Robinson and Irene Robinson passed away recently. We extend our sympathy to Dudley and Clive from everybody in the section and we have sent a donation to the Hospice on your behalf.

With the winter weather still making its presence felt we are fortunate indeed to have the facilities of the Peveril Motorcycle club’s headquarters for our monthly meetings. Our thanks must also go to Geoff Brazendale, for attending our February meeting and informing us all of the workings of the LE Velocette, and of course Brian Cope for the loan of his immaculate MK11 model.

Tony’s film night in Peel proved popular and it is likely to be part of our future calendar, great stuff! The programme for the rest of the year is also set, Tony East will keep you informed of any changes.

On a different note, whilst going through the entry lists for last years events, it is noticeable that very few of you are giving your machine details. Triumph 500 is not really enough information, please help by spending a few extra seconds to state the make, year and model of your bike. The information is not divulged to anyone other than club officials. It gives you a chance to win a club award, and of course bring your membership card when you sign on, thank you.

We have a number of challenges ahead including the question mark over the future of the MGP and its funding. Please fill in the on line survey and show support for this important event. I for one would be totally against its curtail- ment.

Members of the committee will be in attendance at the Stafford Classic Bike Show to promote the Island, the MGP and of course our events.

We are always open to suggestions for the future and Job needs articles for the magazine. Keep between the hedges Richard

Page 2 Secretary’s Notes

Hi Everyone,

Time really flies by when you get to a certain age, seems like one magazine is put to bed and the next one is on its way.

The start of the year has been reasonably good for the Club with a sell out Dinner at Mount Murray. For those unable to attend a presentation cheque was made, from the VMCC Isle of Man Section,to the Hyperbaric Chamber Charity for £3,250. This was followed by our highly successful first film night at the Peel Centenary Centre. Profits from that were £200 and this was given to the Foundation. So we can all give ourselves a pat on the back.

With the impending Budget about to hit us all, one might be forgiven for fearing for the future of the MGP Festival. Comments in the newspapers and on the various forums place a serious focus on what appears to be, on the surface, a loss making event for the Government. If it was decided to scrap the MGP the Island would immediately lose the five and a half million pounds spent by visitors. Some hotels would close and the Steam Packet Company would be in an even more serious condition. The Government would lose the VAT revenue that the MGP produces, no VMCC Rally, no Festival of Jurby, no tourists. Clearly this scenario is out of the question, and I am sure that we will see the continuation of this great Festival albeit with possibly a change of name and changes to the Race Programme. The organisers should be aware that if the programme is shortened or the classes changed too much, perhaps the riders will not bother to come here as the add on cost to them in a declining UK economy is horrendous.

On the brighter side huge savings must be available within our bloated Government, which has spent money like water during the years when the UK were being over generous with the VAT revenue. Accountants should not be allowed to make the ultimate decisions over events that affect us all. We need people with vision and courage to make the decisions affecting our Page 3 future. You may say “What has this to do with our Club?”. Our Club, The Manx Motor Cycle Club, the Two Day Trial and the One Day Trial are all working together to encourage footfall to our great Island. We need to increase visitors to the MGP festival by at least 11% this year, compared to last year. On the figures coming out of The Steam Packet we are well on the way to achieving this target. Enthusiasm, working with the Dept of Economic Development and singing the praises of the MGP Festival to anyone who will listen will help us to do this. Let’s save the MGP Festival!!

Entries for the VMCC TT Rally are coming on nicely, and the MGP Rally, the Festival of Jurby and the VMCC Closed Roads Parade figures are all well up on last year. Please get your entries in early for these events as the closing dates may have to be brought forward due to high demand.

Membership rose by five in December and a further six in January, and a warm welcome to all those new members. If you have not already done so, please email Steve Price with your email addresses, so that he can put you on our contact list in the event of any last minute changes to Club events.

We have heard that the historic road tax has increased by 10% this year to £11, while other road taxes have only gone up by 6%. Perhaps we should invite the Minister to a Club Night at Knock Froy to explain his reasons for this. A Federation of Historic Vehicles has been recently formed and Chris Proctor and I have attended the inaugural meeting. It is intended, amongst other things, to be a pressure group when presenting any issues we might have to the Government. There will be more to report on over the coming months.

Don’t forget the special mini AGM on march 8th at Knock Froy. It will not take long, then we can get down to some serious sausage and chips from our gourmet chef Kevin.

Till the next time “happy riding” Tony

P.S. Look out in your next VMCC magazine from HQ, enclosed will be the new MGP Festival brochure. Looks impressive.

Page 4 Yellow Belly Notes The Eagle Has Landed In Raymond Ainscoe’s latest publication ‘The Murrays Museum T.T. Ar- chive’, there are some evocative pictures of one of the most sensational motor cycles ever produced; the amazing V8 racer. That marque has been linked with the Isle of Man since 1926, with a roll call of riders from the British Isles, which reads like a ‘dream team. Add to that the names of the Italian riders and not forgetting the ‘colonial’ racers, and the factory by the lake in northern Italy has had a long and successful association with the T.T.

In 1937 the dashing won the lightweight T.T. and the journalists at the time were excited by his brave style. One commentator said “ Tenni corners with mad abandon” That victory and the Isle of Man itself meant so much to him that his son was christened Titino. Pic 1. Part of your Lin- Pic. 1 colnshire correspondent’s col- lection of stylish Omobono Tenni T - shirts.

The marque was born out of a meeting of aviators in the new Italian Air Force during the first world war; Carlo Guzzi, GiorgioPic 1 Parodi and Giovanni Pic 1

Page 5 Pic 2

Ravelli. Ravelli lost his life in a flying accident and it was in his memory that the Air Force eagle was adopted as the Guzzi nameplate symbol.

What followed can best be described as a ‘Golden Age’ which lasted until the Second World War. Starting civilian production again in 1946 required a cheap, mass - produced bike and Guzzi came up with the Motoleggera. It is a 64c.c, disc valve two-stroke. Pic.2 This one came from a barn in the fens of south Lincolnshire and had been sold in Spain as a ‘Hispania’.

The great post-war success is the transverse V-twin employing shaft drive. From the introduction of the V7 in 1967 variations of this power unit have been at the heart of more than 40 models. In fact, the current range in the show rooms have a ‘retro’ look to them that other manufacturers employ stylists to create. Racing success (with this layout) came under the influence of Dr John Wittner, the American tuning guru. In the mid 80’s even the great maestro Arturo Magni began a tie up with the factory; using Guzzi engines

Page 6 to create this fabulous looking bike. Pic.3.

In 2002 the factory produced the MGS-01 Pic.4, a limited edition (50) track only offering, bristling with high tech details and up to date chassis design and powered by guess what? Yes, that’s right, a transverse air- cooled V twin em- ploying a shaft drive. I took this one to your lovely island for the MGP Classic Festival 2011 and displayed it in the Italian marquee. We had preliminary talks with a rider with a view to racing it in this year’s T.T. but for one reason or Pic 3 another, he chose not to.

Pic 4

Pic 4

Page 7 However, all is not lost because British Historic Racing are running a ‘BEARS’ series this year, so we shall be using a 1984 Mk III Le Mans and I hope to keep you informed of its progress throughout the coming season.

Pat Sproston: Louth, Lincolnshire

Bibliography

The Murray’s Museum T.T. Archive: Peter Murray and Raymond Ainscoe

Moto Guzzi: Mario Columbo

Question 1: Name this local member. Question 2: Name the year. Question 3: ... and what was he doing? No prizes for the right answers (which are on page 39) but if you have any other photos of members’ past motorcycling misdemeanors, the editor is always happy to receive them!

Page 8 Bert Houlding: TT Pioneer

No doubt Canon Basil Davies, the celebrated "Ixion", is the most well known ecclesiastical personage whose literary efforts have graced the pages of the motorcycle journals. But not too far behind him is the Reverend John Hodgkin, who was inducted as Curate of Whittington (just outside Lancaster) in 1905. In the years preceding the Great War, Hodgkin indulged himself in his twin passions: motorcycling and photography.

Hodgkin on his 1910 two-speed Scott of 450cc, with water cooled heads and air cooled barrels The Reverend appears to have owned a host of pioneer machines, such as Singer, Scott and NSU models, and to have observed a number of local hill climbs and reliability trials. He also photographed these events and contributed both reports and illustrations to "Motor Cycling". Indeed there are hints that he contributed articles under the guise of "Cyclops" - one of classic motorcycling journalism's most famous pseudonyms, alongside the likes of "Michael Kirk".

Page 9 Fortunately for posterity, some of Hodgkin's pre-Great War glass plates survive, in the care of the Whittington Historical Society. And we can now see over of dozen of them in Paul Ingham's newly-released third book, entitled "Bert Houlding: TT Pioneer". There are depicted local children clambering over the Reverend's prized steeds, rare Williamsons seen at an event in Whittington, racing Scotts ready to load at Heysham, a local hill climb and so on.

Three likely lads try a 1909-10 P&M for size. A two speed, with two primary chains at different ratios and selective clutch The 88 page softback book charts the story of Hodgkin's neighbour, the Preston-based Bert Houlding. From his inaugural TT venture around the St John's course aboard a Moveo in 1910, Houlding progressed to the ranks of a Harley agent, a TT Indian factory rider alongside Freddie Dixon, entrant of a works TT Diamond and manufacturer of Matador and Toreador roadsters and sportsters. He associated with the racing greats of the 1920s, such as Tommy de la Hay and George Dance, both of whom feature, and produced or tested a number of one-off racers, such as the Norton-based slide-valve (sic) special built by Howard of Southport, which are illustrated. There are also two delightful shots of trams being loaded at Preston docks for transportation to Douglas prom - and a photo of one of the two Moveo cars which Houlding built in the 1930s. The Foreword is by Jack Isherwood - like Houlding, a TT racer, a Lancastrian and an engineer. Page 10 Fred Middleton on his circa 1909/10 Triumph 3 ½ hp Roadster. (Possibly TT Roadster but with touring bars). Non standard as it doesn’t have cycle type pedals The book is illustrated with about 150 b&w photos (most of which are previously unpublished) unearthed from the Houlding family albums. It is available at £16.00 plus £1.60 postage, cheques to P Ingham at 3 Mendip House Gardens, Curly Hill, Ilkley, LS29 0DD or on line at www.ilkley- racing-books.co.uk Raymond Ainscoe

A lady of a certain age is looking for a rider and machine to take her round the TT Circuit. She has had a hip replacement, but she and her husband were great bike riders. She says she is now very fit. Their dream was to ride the TT circuit, but unfortunately he died a couple of years ago. Now she is coming over on a coach trip and is desperate to ride pillion around the course. She will arrange her own insurance and will take a taxi to wherever she needs. She is here from August 26th -31st and can be contacted via Pat East on 878242. Page 11 Peter's uncle Harry with the Zenith and Charlie Murray with the Coventry Eagle Peter Murray was born in the town of Atheston, Warwickshire, England in 1939, the son of Charles and Emily Murray. In the year 1953, they decided to move to the Isle of Man, into a property known as 'Santon Villa, in the village of Santon. This was the location for the start of the Murray's Motorcycle Museum. Peter's dad Charlie, started to collect motorcycles and memorabilia for the museum, and the first motorcycle he bought was a Coventry Eagle, a motorcycle built in 1903. He bought it from Tom Moore of Billown, The registration MN 30, was put onto Peter's van before the bike was sold, quite a few years ago. . After collecting motorcycles and memorabilia for 10 years it was time to look for a bigger place for the museum collection, but continue to live at Santon Villa.

A Mondial Engine,completely overhauled. The bike, reputedly Hailwoods, came from Reg Dearden

Page 12 The Museum moved to Christian Street in Peel in 1964, and stayed there for 5 years. Restrictions on the museum advertising in Peel became a sore point, so it was time to move on yet again. It was to a place that was to become the World Famous Murray's Motorcycle Museum at the Bungalow on the T.T. course. For motorcycle enthusiasts and as a tourist attraction, it was the place to visit. Lots of vintage and very rare motorcycles were on display, as well as plenty of memorabilia. As time went on it became more and more expensive to run the museum, as the running costs were paid by the Murray family, with no grants or funding whatsoever from the Isle of Man. The lease on the building was due to be renewed, and the rent was to increase. The only money coming in was via a donation box on entering the museum, and the buying and selling of some of the stock.

So after 37 years, the son, Peter, decided to move from the T.T. course. In 2006, Peter got in touch with Steve Griffith, who is the son of John Griffith, the road test journalist for 'The Motorcycle' magazine, an avid collector of rare motorcycles. Steve, who is also a Motorcycle and Memorabilia dealer, was called upon to help sell some of the bikes that had been in the Murray's Museum. The sale of some of the motorcycles would help finance the move and restock the museum with road and race bikes from a more modem age. John dreams of winning…

One of the motorcycles that proved to be the most sought after, on display and for sale, was a Honda works 125cc twin cylinder, the racer from 1961.This was the bike that was given to Charlie from Mr. Honda's private Page 13 collection. In the mid 70's, Mr Honda was on a world tour, and made a visit to 'Murray's', whilst on the Isle of Man. Charlie asked Mr Honda through an interpreter, if it would be possible to have a Honda race motorcycle for the museum. When he returned home to Japan, he sent the 125cc racer as a gift.During the sale of the motorcycles in 2006, Peter got in touch with Honda, and they informed him that they would like to 'buy' back the bike, so a price was agreed on and the bike

Peter with the Moto Guzzi – August 2011 went back to Honda Japan. As this motorcycle had come from Mr Honda's private collection, Honda were keen to have it back whatever the cost. The motorcycle was probably the race bike that Kunimitsu Takahashi rode when he won the 1961 , and not the bike that rode when he won the 1961 T.T.

About 80 motorcycles were sold over a short time. Peter then moved what motorcycles he managed to keep, along with a lot of new race and road bikes back into the place where it all started, Peter's home at Santon Villa. It's now called'Murray'sMotorcycles', and is located on the left hand side,just before the Fairy Bridge, on the NewCastletown Road, heading out from Douglas. It has now gone full circle to where it all began.

Asking Peter who was his favourite motor cycle racer, with a big smile he said'Bob Mclntyre', who rode for Honda at the T.T. in 1961 on a 250cc 4 cylinder.He didn't win the race, but put up the in at 99.58 m.p.h. Page 14 Mike Hailwood won with a speed of 98.38m.p.h. Bob Mac had unfortunately broken down. Although he was the first man to put in a lap of 100mph; in 1957 on a 4 cylinder Gilera, to date he has not had a corner named after him on the T.T. course.

Asking Peter what his favourite motorcycle would be, he said that there have been so many great motorcycles built, that it would be impossible to pick one, which was a fair comment.

Murray's Motorcycles is still open, with free entry. The proceeds from the donations box go to the Joey Dunlop Foundation and the HyperbaricChamber in Douglas, which is a great help for all kinds of injury for people on and off the Isle of Man. So, Peter and his wife Sarah will make you most welcome when you call into Murray's Motorcycles, Isle of Man and you'll get an even bigger welcome from their little dog, Penny! Words and colour pics by John Dalton

Page 15 BOOK REVIEW “Excelsior – The Racing Years”

Excelsior, based originally in Coventry, were Britain’s first motorcycle manufacturer, starting production of their own “motor-bicycle” in 1896. The Walker family took over post WW1 and were keen to participate in competitions and racing and the first mention of this is T. F. Sinclair’s entry in the 1923 Lightweight TT on an o.h.v. outside-flywheeled Blackburne-engined model. The 1925 catalogue lists this as a Tourist Trophy model priced at £62. 1928 saw Excelsior riders win five European and Brooklands grands prix with 1929 being the year of the marque’s first TT win with Syd Crabtree taking the Lightweight honours on his 250cc JAP-engined machine at record speed. Other successes included the Dutch and French Grands Prix and 41 firsts and world’s records at Brooklands. The 1930 Senior TT saw Crabtree entered on a stunning looking Excelsior powered by the new 500cc o.h.v. V-twin JAP engine, unfortunately retiring on lap 5. With their JAP-engined racers coming towards the end of their production, Eric Walker, the managing director, decided that Excelsior should have its own racing engines so he commissioned Burnley and Blackburne to design something special. Designer Ike Hatch came up with what became known as the 250cc Mechanical Marvel. This had an o.h.v. radial four-valve head with a central spark plug, two splayed downdraught inlet ports, twin TT Amal carburetters and twin exhausts. The engine came Page 16 straight off the drawing board to win the 1933 Lightweight TT ridden by Syd Gleave, with Charlie Dodson (New Imperial) in second place. Many wins were achieved with the “Marvel,” particularly by Danish rider Svend Sorenson, but it was retired at the end of the 1934 season as it was considered too complicated to offer for sale as a production racer. That role was filled by the stunning looking two-valve overhead camshaft Manxman model. Burnley and Blackburne again supplied the Ike Hatch-designed engine, with technical manager Alan Bruce designing the frame with Charlie Manders, Tyrell Smith and Ginger Wood as the works riders. Although the Excelsior Manxman never won a pre-war TT, it was placed second three times and third in 1939. Whilst intended as just a taster, prior to a possible full history of the marque, this well-illustrated book suffers from its scrapbook style of design and general lack of information.

Author: Paul Ingham - Foreword by Jackie McCredie Published by Ilkley Racing Books, 3 Mendip House Gardens, Curly Hill, Ilkley LS29 0DD. - Soft back, 215 x 270mm (portrait); 112 pages with over 170 photographs and illustrations. ISBN 978-0-9524802-8-0 Limited edition of 500 copies - £20.00

Book reviewed by Jonathan Hill

A hearty welcome to these eleven new members:-

Bruce Kirkham - 2 King Orry Place, IM4 4FP James Kirkham - 2 King Orry Place, Glen Vine IM4 4FP Duncan Smith - 51 Barrowule Park, Ramsey IM8 2BP Derek Russell - Westlands, Jurby Rd, Ramsey IM8 2BP Gareth Iball - 7 Honeysuckle Lane, Abbeyfields, Douglas IM2 7DY Gary Smith - 8 Baccellis, Peel IM5 1WZ Graham Thomas - Uppermill Ballanass Rd, Lower Foxdale IM4 3BE Justin Warby - The Lough, Bernahara Rd, Andreas IM7 2EL Samuel Trevor Holt - 7, Westhill Village, Jurby Rd, Ramsey IM8 3TD Tony Conway - 23 , Douglas IM2 5BF Joe Wood - Ballavastyn Cottage, Andreas, IM7 3EG

Page 17 March Thursday 8th A.G.M. and entertainment. 7.30pm Knock Froy, Santon. Sunday 18th Trial. , South Jurby. Handicap Trial. 1.30pm Sunday 25th Road Run Chairman's Opening Run. Mooragh Park Ramsey 1.45 for 2.00pm start. April Thursday 5th Club Night 8.00pm Knock Froy, Santon. Bring and Buy Sunday 15th Trial. Garey Moore, Ronague. Start 2.00pm. Sunday 22nd Road Run and tea party. Mooragh Park, Ramsey 1.45 for 2.00pm start. Organiser Jim Crook. May Sunday 6th Bob Thomas Memorial Run from T.T. Grandstand 1.45 pm for 2.00pm start. Organiser Paul Bolster. Saturday 19th Geoff Cannell Memorial Trial. Bimson Field, . 2.00pm.

Page 18 Page 19 The 2011 Trials Season by Andy Sykes

Competitors Photo call Shaun Seal, helpers and observers, did a wonderful job running Vintage trials in 2011. The following is a calendar of events as they happened.

As a one off, the January event counted towards the 2010 championship, so the opening round was in February at West Baldwin Bridge. It's always a muddy event here and Jim Davidson now Tiger Cub mounted won a tie decider with Kevin Whiteway (Honda) to take the first points of the season, with Mike Harding (Suzuki) leading the B route.

March was the Handicap trial and the older riders used their handicaps to full advantage. Andy Sykes on the rigid Bantam quite likes the sandy sections at Ballagarraghyn, which give no advantage to the the bigger bikes, or everybody else who has suspension, so it was quite a comfortable win.

April was down South at Garey Mooar and Kevin Whiteway again lost the tie breaker, this time to Shaun Huxley in quite a high scoring trial, Mike Harding topping the B route. Page 20 The May trial is now established as the Geoff Cannell Memorial, held at Bim's field, by kind permission of owner Mark Bimson. Phil Ward (Yamaha) The 2011 Trials Season has won on more than one occasion, I think this was his third. It's nice that, though younger than Geoff, he competed with him for many years. On the B route it was Andy Sykes just holding off youngster Thomas Cairns (Beta).

June and July are usually months of rest, but not this year in making up for no January event, June saw a trial in Kings Forest. At last Kevin Whiteway got a win over Shaun Huxley and it was a treat to see Stephen Franklin get the win on his old James over the Japanese in the B class! In the Youth classes Daniel Smith (Beta) and Thomas Cairns were starting to dominate in the A and B classes respectively. Just before the Two Day Trials, Pooil Vaaish was the venue for August . It was Shaun getting it over Kevin to keep things tight at the top of the Championship, Richard Bairstow on a little 175 Yamaha winning the B route. Ties are so common at Vintage trials, it's no surprise that we had one again in September, in round 5. Phil Ward (Yamaha) who used to live round the Stoney Mountain location, lost the tie decider by two cleans to Shaun Huxley with Kevin Whiteway third. Mike Ellis (Yamaha) had his first win in the B class.

The Southern club were generous in allowing their land at Carnagrie to be used for the October trial, it was fairly wet but it's been a lot muddier in the past. Kevin Whiteway had a comfortable win from Jim Davidson with Shaun Huxley third. After missing a couple of events Ashley Gardner brought his big shiney BSA out and won the B class, while Ashley junior (Gas Gas) put one over Daniel Smith (Beta) in the Youth A to make it a family double.

At the Dhoon Quarry in November for the penultimate round the sections were a bit easy, but it's the same for all. One dab for Kevin Whiteway was to prove his undoing, while Shaun Huxley went clean to win the day and go two points ahead in the A championship. Graham Thomas on his immaculate Honda was third today and good enough to eventualy finish third in the A championship. Ashley Gardner again won the B route but Mike Harding (Suzuki) had already sewn up their championship. Thomas Cairns was to be the only rider in any class to maintain a 100% record and duly win the youth B, while Daniel Smith had to go to the last round to secure A youth honours.

Page 21 The invitation class A was largely contested throughout the season by Paul Smith (Suzuki) and Sammy Ball (Fantic), Sammy winning the last round to make sure of the title, and not for the first time. Brian Kinrade (Beta) won most of the early invitation B rounds and amassed enough points to get this class championship.

On the last round, in December at Stoney Mountain again, it was thought the winner between Shaun Huxley and Kevin Whiteway, would take the main title. A wild card ride, by Grant Harding on his father David's Tiger Cub, really upset the apple cart. Grant won the trial, so taking the top points. Kevin beat Shaun on the day but the points difference between second and third was only two, so with a years total of 140 points each the championship was tied. Nobody deserved to loose, but the approved ACU decider for such a situation is the rider with the most wins takes it. Kevin won two rounds, Shaun won four so was the 2011 champion. Has it ever been closer? I don't think so!

Thanks to all the land owners, without whose sporting generosity there would be no trials. Here's to more good trials in 2012.

Jack Ward on Bob Thomas’s Douglas during the first VMCC IOM Vintage Trial in 1967

Page 22 VMCC TRIALS RESULTS 2011 Vintage A Geoff Cannell Trophy Trial 1 Shaun Huxley (James) A route Phil Ward (Montesa) 2 Kevin Whiteway (Honda) B route Andy Sykes (Rigid BSA) 3 Graham Thomas (Honda) Invitation A Vintage B 1 Sammy Ball (Fantic) 1 Mike Harding (Suzuki) 2 Paul Smith (Suzuki) 2 Mike Ellis (Yamaha) 3 Oliver Megson (Gas Gas) 3 Richard Bairstow (Yamaha) Invitation B Best 4 Stroke 1 Brian Kinrade (Beta) Kevin Whiteway (Honda) 2 Justin Warby (Gas Gas) 3 Gary Smith (Montesa) Best 2 Stroke Shaun Huxley (James) Youth A Daniel Smith (Beta) Handicap Trial Andy Sykes (Rigid BSA) Youth B Thomas Cairns (Beta)

Page 23 Stanley Woods

Stanley Rounds Governors Bridge on his Velocette in the 1938 Junior TT

Stanley Woods is a name synonymous with the TT. He was a great man, one of the best TT racers of his era.

He was born in in November 1903 and moved with his family from various addresses until they settled on the outskirts of Howth, a seaside village in Co. Dublin. He spent his formative years there, eventually moving to Sutton where he was taught to ride a bike by a friend when he was only 16 years old. The family then moved back to Dublin. His father was a salesman with the English toffee firm of Mackintosh's covering, before partition, the whole of the thirty two counties of Ireland.

On leaving High School, Stanley Woods assisted his father by driving him around Ireland on a Harley Davidson bike and sidecar. Though he could ride a bike, he received further instructions on how to drive such a powerful machine from the senior mechanic employed by the garage from which it was purchased. The instructor was none other than C.W. Johnston (Paddy), who introduced Stanley to the world of competition. Page 24 From there things progressed. He entered the Harley sidecar in the 1920 Hill Climb in Co. Wicklow and made the fastest time in the sidecar class. Next he went with Paddy Johnston to see the 1921 Isle of Man Senior TT and they decided there and then they could do that and they did! So started his illustrious racing career.

Stanley Woods entered his first TT race in 1922 when he was eighteen years old. He competed in the Junior on a Cotton and finished in fifth place, whilst his friend Paddy Johnston was a contender in the Lightweight on a New Imperial, but retired.

Stanley competed in the TT consecutively from 1922 – 1939 on nine different manufacturers bikes, listed as follows:- Cotton, Scott, New Imperial, Royal Enfield, Norton, Guzzi, D.K.W. and Velocette.

He was once asked which was his most memorable TT. He replied “They were all memorable in one way or another, though on looking back, I well remember the 1938 Senior TT, when riding a Guzzi. I snatched victory from Jimmy Guthrie by four seconds on the last lap. “

His TT record was impeccable. He rode thirty seven races, finished in twenty one, achieved eleven fastest or record laps, won ten, was placed second twice and third once. He was never lower than sixth and in 1932, 1933 and 1935 won two TTs in a week.

In 1925 Stanley Woods became a Mackintosh's rep himself, but after after a couple of years left and with the assistance of his father they opened their own TTToffee Works in Grandby Place, Dublin. This however didn't last all that long, from 1927 till the early thirties, when the general recession began biting deeper. Seeing the writing on the wall they closed the factory down. Though he had raced in various events he was now free to pick and choose.

Page 25 All this of course was long before I met him. We didn't meet until 1947 at during a cold early morning TT practice. There were few people about and he was instantly recognizable, talkative and friendly. Stanley Woods was observing

Stanley prepares for a lap on the Guzzi 350 on the 50th anniversary of the TT in 1957. an Irish rider, , making his debut on the TT course. He reckoned taking the correct line on the Corner would knock seconds off the lap time. Apparently it did as, Artie Bell from Belfast on a Norton finished second in his first Senior TT seconds behind the winner , plus joint fastest lap with Peter Goodman of 26m 56s. In 1947 Hillberry Corner was much as Stanley Woods remembered it when he last raced in 1939.

Then, he won the Junior on a Velocette, With H.L. Daniell - Norton second and W Fleischman,- D.K.W. (Germany) third The Senior TT was won by G. Meier - BMW (Germany), J.M. West – BMW second and F.L. Frith - Velocette third. Today Hillberry Corner has been widened considerably making it safer and much faster. The old white farmhouse has long gone and been replaced by a modern bungalow set well back from the road. Page 26 Through the intervening years I would frequently see Stanley about during TT. In 1990 he was President of the TT Riders Association when we became acquainted again through a donation I had sent him for the TTRA. His reply to my letter was interesting and required an answer which I readily sent. By then his much loved wife had died and his health was slowly beginning to decline, but he was fond of letter writing and his interest in all aspects of motorcycling was as great as ever.

I enjoyed replying to his occasional notes, they were quite topical and he had a good sense of humour. I had mentioned to him that I was “trying” to learn Manx Gaelic but was finding it rather difficult. Stanley Woods himself could speak a smattering of Irish Gaelic and as there is a similarity between both languages it was quite interesting at time to interpret his Gaelic.. Sadly his eyesight deteriorated which was a great shame as he had exceptionally good handwriting and a great Irish turn of phrase.

Though he was in hospital I sent him a card now and again – hoping a kind nurse would perhaps read it to him. Stanley Woods died in July 1992. In 1990 all his Cups, Trophies, Medals etc., were on permanent display in the Ulster Folk and Transport Museum in Belfast – I assume they are still there.

I have a few notes and an autographed booklet, Stanley Woods, A Short Biography by W.F.McCleery amongst my momentos. It was a privilege to have had a short acquaintance with Stanley Woods, one of the greatest all time TT riders. Dorothy Greenwood

Page 27 T.L. Wood was born 17th February 1912 at Saddleworth, Yorkshire. He competed in the Isle of Man TT from 1947 to 1953 riding a Velocette in Junior and Senior and Moto Guzzi in the Lighweight (apart from riding a Norton in the 1951 Senior).

In 1949 he finished second in the Lightweight TT. 1. Manliff Barrington – 250 Guzzi 2. Tommy Wood 250 Guzzi 3. Roland Pike - Rudge.

In 1951 Tommy finally won the Lightweight Isle of Man TT: 1. Tommy Wood - 250 Guzzi 2. – 3. - 250 Guzzi

Also, in 1951, he won the 350 Spanish GP at Montjuich on his 350 Moto Guzzi.

He lived for many years in Southampton – on retirement he moved to Portugal.

Page 28 Sons of Thunder Pt 3 - The Superior motorcycles of Aircraftman Shaw

George Brough on MK1 Brough Superior Shortly before he was due to leave from Southampton by ship in early December, Lawrence crashed the Brough and badly damaged it. … Alb Bennett took the wreck for £100…” He told Francis Rood “… I sold the bits, and am not fit company for the world ...” Before leaving for India he also wrote George Brough, whom he had first met personally in 1925, enclosing a testimonial for his machines, “...yesterday I completed 100,000 miles since 1922 on 5 successive Brough Superiors ...” [though he did not want his name published]. He remarked that his SS100s were ‘incomparably better’ than the Mark 1s he had owned earlier “...fast and reliable as express trains, and the greatest fun in the world to drive … very expensive to buy but light in upkeep ... [he quotes 50-65 Page 29 mpg petrol, 4000 mpg oil] ...hold the road extraordinarily. I’m not a speed merchant but ride fairly far in the day ... occasionally 700miles, often 500, at a fair average. Riding position and slow powerful turnover of the engine at speeds of 50 odd give one a very restful feeling … the jolliest things on wheels.” There was to be no more motorcycling for Lawrence for two years. He was posted to the new RAF camp at Drigh Road, Karachi – during his time there he never once left it to visit the city. He told Mrs Shaw that he was “… killing time there till my books are forgotten …” In a letter of June 1927 he wrote that he wished for “… tarred roads and a Brough…”

In early 1928 a publisher made Lawrence an extraordinary offer, as he told his friend Sgt Pugh; “… a publisher wrote and asked if I had any little poems I’d let him publish [a hen might as well lay cabbages as Augustus John Pencil Drawing 1928 me write poetry] because if so he’d send me the latest Brough Superiors for the years 1928-29-30-31-32. I told him - [a] that I had no poems [b] that Karachi had no roads ...”

However, Lawrence’s wished–for anonymity in the sub-continent was not to be. After Karachi he was posted to remote Miranshah, ten miles from the Afghan border. A revolution broke out in Afghanistan and the Daily Herald broke the story that “Lawrence, the arch-spy of the world” was working undercover and actively involved. There were questions in the House and the Government of India formally requested the Air Ministry that Lawrence should be removed from the sub-continent as soon as possible. Trenchard offered Lawrence a posting to Aden or Somaliland but emphasized that the final choice had to be his. Lawrence elected to return to England.

Page 30 It had been intended to disembark Lawrence at Plymouth, the SS Rajputana’s first port of call, but the Press were lying in wait, so he was smuggled off to London. In Feb 1928 he wrote Sir Hugh Trenchard requesting 36 days overseas leave before taking up his next posting at RAF Cattewater [ later, largely due to Lawrence, re-named RAF Mount Batten]. He explained “… Some anonymous people [in fact Mrs Shaw and some other close friends] have bought and sent to me a motorbike, the current model of the great things I used to ride. It’s cost is three years of my pay, and I feel pauperized, but I will try to pay it back to them in time …”.

That same month he wrote Col Newcome “… I am in London with one suit of plain clothes and two suit of uniform, and a motorbike…”. The same day he told Henry Williamson, author of ‘Tarka The Otter’ and a North Devon resident, with whom he had become acquainted after writing a lengthy critique of the book “…They have posted me to Plymouth – so if ever the frost breaks [Brrr…Ugh..] a motorbike will disturb Skirr Cottage. A horrible bike; but so beautiful in its owners eyes and heart! …”. A week later he was still in London writing plaintively “... I am frozen in London. The bike is in Nottingham [at the Brough factory] and the roads all ice and snow, so she cannot travel them. The first day of melting I will go up there by train and ride her down. But will it ever melt?…”. Once the thaw allowed him to report there, RAF Lawrence's London residence in Barton St Cattewater, Plymouth, was

Page 31 The S6B was powered by a supercharged Rolls-Royce 1900 hp engine, and represents one of the major technical achievements in British aviation between the two world wars. Not only did the plane win the Schneider Tro- phy, but also became the fastest vehicle on earth, setting an absolute speed record of 407.5 mph. to prove a better posting than Lawrence could have imagined. His C.O. was Wing Commander Sidney Smith, with whom he soon became close friends, he was also welcomed by Smith’s wife Claire, who would later write a book about this period in their lives. Lawrence liked Cattewater from the start. He described it to Mrs Shaw in March 1929 “… A tiny station, on a rocky peninsula projecting into [Plymouth] Sound. The whole peninsula with its quays and breakwaters is RAF. There are about 100 of us … the airmen all praise the camp and its conditions … the food is excellent: the place is comfortable: restrictions very slight, and those sensible …”.

Cattewater was then, as later, a seaplane base. Lawrence’s work there revolved around motorboats, about which he was as much of an enthusiast as he was about motorcycles. He was a very able mechanic, and well acquainted with the latest ideas in hull and engine design, having owned speedboats himself. In his second year back in England he was one of the Support Team for the RAF entry in the 1929 Schneider Cup races, which were held at Cowes. The Air Force contender was again one of

Page 32 R.J.Mitchell’s brilliant Supermarine seaplane designs, the S.6 – from these streamlined racers would eventually evolve the Spitfire.

During the races Lawrence was sent to Calshott, a station he disliked. However he and Sidney Smith had found comfortable quarters aboard the ‘Karen’, a luxury motor yacht owned by a friendly millionaire. One of the Karen’s tenders was an American Biscayne Baby speedboat, which had consistently suffered from engine problems. These Lawrence was able to solve, and he soon had the ‘Biscuit’, as he and Smith had named her, running superbly.

The millionaire was so delighted that when he left Cowes he presented Lawrence and Smith with the speedboat as a memento. They took it back to Cattewater where it was used as a runabout, Lawrence taking his friend Lady Astor, who like himself enjoyed ‘the Lust of Speed’, and sometimes rode pillion on Boanerges, out in the ‘Biscuit’ on a number of occasions. To be continued ... Allan Jermieson WANTED

This small book of 79 pages by Ralph Crellin Printed in 1995. 6 x 8 inches in size If you have one for sale please ring John on 01624 - 619463

Page 33 MotorcyclesPart four of by Bob Thomas

Bob on the 1906 FN Perhaps a more detailed description of the finding and rebuilding of the FN will be of interest. Having bought my first ABC back in 1942, I saw another one advertised early in 1945, and quite close to home. I just could not resist it and went with my father to have a look. It seemed to be in much better condition than mine, also it had a much better valve rocker set up, a proprietary unit by Taylor/Young, with roller bearings all enclosed. Of course I had to have it! As we were about to finalise the deal the owner said "Are you interested in this?" "This" turned out to be a very early four cylinder FN in a truly dreadful state, but when he said "Take the two for twenty pounds" it was just too tempting!! I can't remember how we got them home, we only had my 1932 Morris Minor car, but somehow we did.

Page 34 Then began frantic letter writing to verify the date of the FN, and just what the missing pieces should look like - there was quite a lot missing! After a letter to the makers in Belgium it was confirmed as being a 1906 model, so something had to be done. The wheels had disintegrated, there were no brakes, no pedalling Motorcycles gear - in fact, just the engine, frame, forks (broken a long time ago) and the brass petrol tank. The first job was to strip it all, clean and paint, then stand back and compare it with photographs of similar machines.

Then we started to rebuild the wheels - so that at least it could stand up and look something like a motorbike. The back brake drum was there, and we found it should be an internal expanding, with also a band brake on the outside. The brake operated by a handle bar lever, the internal shoes by back pedalling. It was found that 8 inch Enfield type shoes could be persuaded into the drum and I had to make a new plate to carry them. I also had to devise a form of linkage to the the pedalling brake, part of which, ie spindle and chain wheel, still existed. The next task was to make up the contracting band for the outside brake. All this was done working from advertisement pictures with a magnifying glass. By now enough was done to take photographs to submit in order to have it accepted for the Pioneer Register. New mudguards were bought, and fitted with suitable valences - as near as possible to what we could see in the pictures. The front one was a "Teaser" as one part moved with the front part of the fork, the rest being

Bob's first bike, a 1914 BSA cost 7/6 (37.5 p if you are too young to know Lsd)

Page 35 stationary with the rear part. We were fairly successful and it all looked and worked OK.

It was now August and we started getting optimistic. The magneto was sent off for overhaul and work started on the engine, which was found to have done a lot of work, and was badly worn. The cylinder bores were quite bad, but the cylinders were deemed to be too thin to rebore - even if we could get pistons. They were cleaned up as well as we could, and with the "unworn" lower ridges bored out it was possible to refit the pistons with new rings and achieve reasonable compression. The plain big ends were refurbished and the whole lot reassembled. It was by no means a really satisfactory job, but it would serve until a better one could be done later, when better bits and pieces might be found.

Come December it was thought sufficient progress had been made to consider entering for the March Pioneer Run to Brighton - but there were problems with the magneto and the overhaul was taking a long time. By now the rest was in sound and complete order, the final tittivating as usual taking longer than expected. Anyway February arrived, but no magneto...... eventually it came just four days before the day of the run. Would that bike start? - no way!! Bear in mind it was a single gear machine, with no clutch, all we could do was to pedal it or push it until something happened. It would nearly go, but not properly. We towed it behind the car - it would burble along, but not pulling weight. Just to help matters - it started snowing. Come the Saturday (the run was on the Sunday) we gave up and went to bed.

Now in those days in the Pioneer Run one had to have an observer riding close behind you to record any "stop" so I had arranged for a workmate to do this for me. We were to meet at the start at Epsom. Anyway, to resume. About 4 am on Sunday, Dad woke me saying "I've an idea, let's give it one more go!" It worked!!

I dressed and set off for Epsom. In Kingston one of the pedals came adrift, fortunately outside a garage, where there was a light in the workshop. I went in asking for help, the man inside said "Yes, I'll braze it for you" he was none other than the father of John Cooper, and he was working on one of the new Cooper "500" racing cars! He brazed it and I went on my way.

Getting to the start I met up with my mate Bill, he said, "I'll take the haversack" (it held my grub and the tools). That was the last I saw of him until next morning at work. He asked me what had happened, "I went up and down, doing 300 miles looking for you!" Meanwhile I had a reasonable run, got to Brighton OK

Page 36 but was losing power. I bought myself a sandwich and set off home, but at Hardcross the loss of power worsened and eventually I came to a standstill between two hills, and couldn't get up either! A fellow with a big Brough sidecar took pity and said "I can tow you to Kingston, but then I have to turn off' I said "Fine, but remember I have no clutch, and the engine will be turning all the time - so not too fast please!"

The Vauxhall, taken at Milntown in 1984. Note the 'fluted' tank similar to the bonnet on some Vauxhall cars

Well 50 mph is not fast on a Brough - but it is on a 1906 FN with no clutch or serious brakes, and holding a little decompression lever !! Anyway we got safely back to Kingston, and he departed. I managed to restart, luckily no more hills were involved. I got home in the dark, no lights, about 9 pm. Very tired, very hungry - but we had made it! There and back, first time out - with a Second Class Award. I sent some photographs to FN., they were very complimentary. In 1947 I rode a 1913 ABC and lent the FN to a friend - again it made it, in fact it made it fairly regularly until I eventually sold it - which is how I came to get the Vauxhall!

It was at one of the VMCC lunches that I mentioned to my neighbour I regretted parting with the FN. He said "Would you like a Vauxhall?" Now I had vague memories of Dad and my uncle, who worked at Vauxhall's discussing this when Page 37 I was a kid. I had no idea of what it was like, but on being told it was a shaft drive four cylinder, I said "Yes, how much?" "Nothing, you can have it, but a lot is missing". It transpired it was dismantled around 1937, changed hands during the war, and while the frame and other parts were waiting to be put away the wartime "salvage collectors" did just that, and took them away. Later, my

Bob and the Vauxhall on the 1976 VMCC Manx Rally friend, Stan, collected what was left, except the wheels, which were stored under the floor of the house. When he gave me the bits he had to go back to the house and ask the new tenant if he could take up the floor to get the wheels! At that time Clive and I were friendly with the designer at Lea Francis Cars, we were using one of their engines in Clive's sprint car - and he knew the chief designer at Vauxhalls. So with suitable introductions I wrote asking for infor- mation, what I got was nearly a full set of drawings, half full size. It was from these over the next seven years I made the missing bits, with the results you all know. Sadly this all took place thirty years ago, and the poor old bike is beginning to show its age again, but goes as well as ever. To be Continued...

Page 38 Competition time Answers

Q.1 Ray Knight Q. 2 1974 Q. 3 Testing a Puch Maxi Moped

Page 39 Page 40 Page 41 300+ VEHICLES ALWAYS ON SHOW AT BETTRIDGE’S Mines Road, Higher Foxdale opposite Foxdale School

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