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,
Jimmy Gibson, aboard a 1925 Big Port AJS. This
had been purchased, in bits, from a chap called
Bram Hennery who lived in Pulrose for the
princely sum of £10. The bike had obviously been
Bram’s pride and joy and he assured us that he
had sprinted it on the Island. The photo shows
Jimmy’s first outing with the AJS on the VMCC
TT Rally in 1966. This was in the very early days
of the IOM Section. Jimmy used the Ajay on
VMCC runs up until 1975 and its final outing was
a closed road parade from Charles Murray’s museum to the Grandstand. Shortly afterwards it
was banished to the back of the garage.
The right hand photo is of myself, Ian Gibson, on
my 1930 Francis Barnett 196cc twin port Super
Sport. Features of this machine are its auto-lube
system (heady stuff for 1930), and the famous
“built like a bridge” frame (sometimes called the
frame that would fit in a golf bag because it is all
straight tubes bolted together). I was on my first
VMCC TT Rally, this time 1967, and I was 16 at
that time (the rather stylish Tam O’Shanter having been purchased specifically for the event!).
I used the Barnett in club outings up until 1971
but, by then, it was run into the ground and was
also banished to the back of the garage. The poor
old bike lay there until 2005 when I pulled it out
and started to re build it - what a sad state it was
in! I located a chap in Norfolk who made me new
primary and rear chain cases, a rear stand and a
back luggage rack (all of which were missing)
from old Francis Barnett patterns. The bike was
finally finished and, with the help of Bob Watson
(alias Gromit), it now has a battery, full working
lights (LED no less!) and an electric horn. It gets
used regularly on Section runs and I have to say it
has proved very reliable.
Gromit and I also dragged the AJS out from the
back of the garage in 2010 – needless to say it
was in a sorry state (as shown in the accompanying photo). We had the wheels rebuilt, got it
running in its 1975 state and then put it through
the Manx test, just as it was. I used it in that
condition for several years on the odd Section
run until it finally gave up the ghost. I have recently rebuilt the bike, finding many problems with
the engine and cursing my father (to put it mildly)
as a result, but I also have to thank him for never
throwing anything away - there is definitely a
moral in there somewhere. Apart from a few
snagging points, it is finished, if you can ever say
that about an old bike (the bottom photo on the
cover showing the AJS and FB as they currently
are). I have taken it for a test run up the road and
I will say it is not for the faint hearted! Now it’s
just a question of keeping my eyes open for the
next old bike that may still be at the back of the
garage.
Ian Gibson
Page 4
Chairman’s (final) Chat
May I start by wishing you all a (belated) very
Merry Christmas and a Happy New Year from
me, and all of your committee members. The
times they are a-changing, at least for me, this
being my last missive as Chairman before I stand
down at the AGM.
I thought that I might indulge myself by looking
back at some of the highlights of this, and previous years, not in any particular order. We have
certainly grown as a Section, both in numbers and
scope.
Having taken over the original Manx rally, which
was traditionally run by the VMCC HQ, we have
gone on to create a new event which covers the
whole of the Classic TT and MGP - with our
premier event at the Festival of Jurby.
A series of UK rides initially to the Lake District
has now become an established event currently
based in Morecombe, with imaginative plans for
venturing further afield if there is sufficient interest.
2011 saw us organise the TT Mountain Challenge
which was primarily for machines of an earlier era
with a good number of overseas visitors enjoying
the Island for the first time.
The Section launched its own magazine (under
the leadership of Job Grimshaw) and web site
(organised and run by Steve Price), both of which
I believe were firsts in the VMCC. The increased
numbers at the Festival year on year has exceeded our wildest dreams and the introduction of
our Test Days has proved very popular and increased the Section’s numbers significantly. Of
course, all of these activities could not have taken
place without a vast amount of work and cooperation from your committee members, enthusiastic members and friends for which I thank you
very much!
Looking to the future, we have a new updated
web site about to appear with a separate section
dedicated to on line ticketing for the Festival, this
hopefully will enable Gary`s gate staff to have an
easier time and, NO, we will not forget the
members who are not computer users. Would
you like us to organise some basic IT training?
Nothing too complicated, even I can now just
about use an iPad! Please do give it some thought.
There are a significant number of challenges both
within our Section and the outside world, but
there appears to be an acknowledgement that
the VMCC IOM Section has a voice which is
being heard, backed up by a group of individuals
willing and able to carry proposals and not just
running a talking shop. I am aware that we have a
number of dissenters within our ranks who see
our obsession with the Jurby Festival and the
running of events as not How Things Used To Be.
However, please remember before you harp on
that Jurby creates the funds which benefit ALL
club members - I don’t recall any complaints
about free tea and food at our Section runs, or
the free Test Days, or Vintage Mann but I may be
wrong?
I will be staying on the events committee if elected and I will continue to play my part - what are
you prepared to do? We need volunteers who
will take an active role and guide the Section into
the future, no free rides, you will find things
challenging and no doubt infuriating but you will
find that the results are well worth it,
So that’s it, rant over, but please think on, everything that we do is for you!
Page 5
Best Wishes, Richard
Rupert’s Year End Report
‘tis the week before Christmas and, with the
Section’s financial year end looming large, this is
a particularly busy period for your Treasurer,
books to be balanced, accounts to be prepared
etc. etc. I suppose you would describe me as a
Luddite – I hate the thought of computerising the
accounts – and steadfastly cling to the past, entering everything by hand into the ledgers. Before
Liz May took on the job of auditing our accounts,
the task was handled by Joan Sherry who was
into her eighties and simply amazed at how ignorant I was (am) of the computer’s benefits. Well,
I don’t know about you but I find writing a letter,
for example, with a fountain pen a much more
rewarding experience and definitely quicker than
an email – no doubt about it! As for the accounts,
I’m quite content doing what I’m doing.
As part of the expanded format of this issue of
Vintage Mann, Harley has asked me to shed some
light on the Section’s finances, so here we go. To
put it simply - we are doing very well thank you
very much! We have five bank accounts and, as I
write, have amassed a little over £140,000.00.
This is no mean achievement and it is not as
though we haven’t been spending any money:
let’s consider for a moment the Section’s expenditure over the past year and look at the “big
ticket” costs.
The Annual Dinner and Summer Parties
were both heavily subsidised by the Section – net
cost to the Section: £5,650.00
Three Jurby Track /Test days – free to all
members – cost to the Section: £1,500.00.
Club Nights – free to all members - the Section
pays the Vaga’s fees and any shortfall with the
catering.
Club Run Catering – free to all members –
annual cost to the Section is around £2,500.00.
Vintage Mann – free to all members – annual
cost to the Section is around £2,000.
An evening with Colin Seeley – going forwards, the committee would like to invite a
celebrity over every year for an evening chat
show that is open to the public to attend. The
costs will be subsidised by the Section – “profits”
to charity.
You might ask why the Section doesn’t do more
(it can clearly afford to) but I feel the more
important question to ask is: “Where does the
money come from?” The simple answer is – THE
FESTIVAL OF JURBY. Yes, Section night raffles/
auctions and income from Club Trials all add to
the pot. However, there’s no getting away from
the fact that everything we do is totally underpinned by our income from the Festival. That is
why the committee continue to plead for help in
running the event, we are so utterly dependant
on outside forces, such as G4S, that at times it is
embarrassing. Outsiders can’t understand why
we have so much difficulty in persuading our own
club members to help out on the day when the
benefits to the club are so obvious……….
“Never mind all that” I hear you say “What are
we going to do with all that lovely lolly?” Now
that is the BIG question!!! From my personal
viewpoint, I was hopeful the Club would look at
purchasing some land for the trials boys or
perhaps look to buy our own club house. However, the committee, for good reasons, do not
share my views. Therefore, what shall we do? On
the face of it, we have more money than we need
and, on the basis that income from the Festival
will continue to swell the coffers, we might like
to consider charitable donations or perhaps
sponsoring a TT/ MGP newcomer, or even build
our own bike to enter the Races. Please do give
it some thought, the AGM is coming up in March
and so why not come along and air your ideas on
the night? It should make for a most interesting
evening.
Page 6
Rupert
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 remained 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 Manx Grand Prix.
Entering the 1951 Senior MGP on his Norton, he unfortunately retired at Quarry Bends 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 unfortunately crashed on his second lap at Glendhoo Lane, yards
from Hillberry Corner, and was tragically killed. Coincidentally, 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
knows better and despite using the correct spelling (sic) you are directed to Alpha Centauri,
which, as I’m sure everyone knows, is the closest
star system to our own solar system.
known that Royal Enfield had supplied a GP.5
chassis but here were two examples housed in
DMW frames, and one in a Ducati rolling chassis!
(Pic. 4) This had to be the most comprehensive
line up of the surviving models.
So, what were Alpha Bearings Ltd. thinking of in
1966 when they launched their new racer? In
June at Cadwell Park the Vintage Club, in conjunction with British Historic Racing, staged an
event with some surprising participants (Pic. 1).
The Ducati example had been lovingly restored
by a man whose late brother had raced it in the
period. In his book “British 250 Racer”, Derek
Pickard says that “Only a handful of racers were
built. The little firm never did have the resources
Pic 1.
The racing produced grids with a mixture of
bikes from different eras, and not always with
predictable results. The “Avenue of Clubs”’ had
over 500 bikes on display and it was here that I
got a big surprise (Pic. 2), it was the rarest of the
250cc Alpha Centuri racers using their own chassis. Then I realised that I was looking at a line-up
of racers using that engine (Pic. 3). I had always
to develop such a machine and they went back to
concentrating on crankshafts”.
Does that make them historic failures? Well,
speaking as someone who owns a Greeves
Oulton, I prefer to think of them as an interesting
footnote to the sixties.
Page 8
Pic 2.
Pic 3.
Then, when everyone was packing away on
Sunday evening and the meeting had been declared 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 Bantam. (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
probably the most important individual in the
history of the British motorcycle industry - whenever motorcycles are discussed amongst enthusiasts, the name of Edward Turner is invariably
mentioned. Whilst known world-wide for his
landmark designs, e.g. the four-cylinder Ariel
Square Four and the Triumph Speed Twin, etc.,
E.T. remained an enigma, described by those
who worked close to him as both difficult and
charming, impatient, autocratic and brilliant.
Born in 1901, Edward Turner was a truly gifted
individual whose forceful character, design flair
and business acumen drove Triumph from near
bankruptcy in the mid-1930s to such heights of
success that the company often struggled to
reach the clamouring demand for its products
world-wide.
From the early post-war years, E.T. saw the
potential of the American market and travelled
there regularly to establish and maintain a large
dealer network. Triumph achieved many sporting successes stateside, including the unofficial
world motorcycle land speed record . . . all of
which greatly enhanced their sales figures.
Embodying lightness with a powerful vertical
twin-cylinder engine, Turner’s design of the 1937
Speed Twin was revolutionary, and so good that
it remained in production for 29 years. Long
overdue, this deeply researched work by the late
Jeff Clew gets past Turner’s irascible exterior to
reveal the man, his life and work and the huge
contribution that he made to his country and the
evolution of the motorcycle. Despite achieving
great success – he was one of the few to have
amassed a personal fortune from the industry –
E.T. suffered a great personal tragedy in 1939
when his first wife and three friends were killed
in a car crash. In later years he suffered from
diabetes and died, aged 72, at his Surrey home.
Pictured on the front cover is Bill Johnson of
Johnson Motors Inc., Triumph’s Los Angeles
based west coast distributor, looking rather enviously at E.T. posing, centre stage as ever, on this
early post-war Speed Twin with film star Rita
Hayworth on the pillion at a screen set. Featuring
many images from the Turner family’s private
photograph collection, and reprinted after a long
absence, this book is an excellent addition to any
enthusiast’s library.
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
mount for Wall of Death riders all over the
world. Drawing upon modern and archive material, most of which is previously unpublished, in
this book Wall of Death owner/ rider Allan Ford
and author Nick Corble explore the reasons
behind this relationship and bring the story of the
Wall up to date. It’s a story that spans more than
a century, starting with experiments with motorized bicycles in the 1890s, passing through two
world wars and ending by looking to a future
where Indians continue to be restored and ridden on the Wall.
By the early 1900s cycle racing was very popular
on oval-shaped banked wooden tracks. The
theatrical stage was then the preferred medium
for entertainment and it was here that showmen
and impresarios saw an opportunity to showcase
speed. The earliest known example of this was an
Australian invention patented in 1901 called the
Jones-Hillard Bicycle Sensation: a circular wooden track made up of a series of upright slats set
up to allow spectators to view what was going on
inside. Designed to be erected and taken down
easily, the Jones invention soon began wowing
audiences in the UK. Motorcycle racing had
evolved and in America the Silodrome (the blue-
Page 12
print for what became the Wall of Death), replaced the notoriously dangerous wooden board
tracks.
Although other machines have been used, the
Tom Davies Trio used Levis two-strokes, the
bike of choice is still, believe it or not, the flattanked Indian Scout of the 1920s. The legendarily
reliable 600cc side-valve V-twin engine was bolted directly to the gearbox, using a geared primary drive and, suitably stripped down, the
short-wheelbase machine with its leaf-sprung
trailing-link forks, low centre of gravity, left-hand
throttle and footboards was ideal for this risky
form of entertainment.
In this new and updated edition, we read how TT
rider and multi-speed record holder Guy Martin
trains to ride the Wall, initially riding a Honda
CB200. When tutor Ken Fox was satisfied, a
37.5-metre diameter megawall was constructed
in an old aircraft hangar.
Using the latest incarnation of the Indian Scout
(modified and prepared by English importers
Krazy Horse) to acclimatize himself to the huge
G forces, Martin reached 78.15 mph on a home
built BSA triple to gain the world Wall of Death
speed record, as accredited by the Guinness
Book of Records.
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
100 mph lap of the TT Mountain Course is to be
a big feature of this year's TT and Classic TT
meetings. Here's how it was achieved.
'TON' LAP – A Diamond Jubilee
When the first Tourist Trophy race for motorcycles ran over the St John's Course on the Isle of
Man in 1907, the fastest lap of 42.91 mph was set
tion to speculate: 'is a 60 mph or even a 70 mph
TT possible in the future?'.
While the eventual answer to that speed question
turned out to be yes, the poor condition of the
Manx roads held back machine performance over
the next few years and it was not until riders
gained the benefit of an early 1920s road-surfacing programme, that lap speeds really began to
increase.
Charlie Collier (Matchless) speeds over the loose and dusty road surface
of Ballig Bridge in an early TT.
by Rem Fowler on a fixed-gear, belt-driven Norton. That may not sound particularly fast, but it
was an exciting speed for the time because the
narrow 15½ mile course in the west of the Island
comprised roads of loose-surfaced macadam,
without any tar binding.
Determined to push the development of 'the
ideal touring motorcycle', particularly the adoption of variable gears, the organising ACU moved
the TT races to the more demanding 37¾ mile
Mountain Course in 1911. Its action seemed
vindicated when the 1911 win went to Oliver
Godfrey on his two-speed Indian, with the fastest
lap achieved by Frank Phillip on his two-speed
Scott. Frank's best lap speed was 50.11 mph and
his performance set a benchmark for future
races. Indeed, it led one forward-looking publica-
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.
After the major boost to lap speeds
from better road surfaces in the 1920's, it was
primarily machine development yielding greater
power and increased durability across engines,
gearboxes, frames and brakes, which made the
biggest contribution to subsequent growth in
speeds. Long gone was the notion that a TT race
was run to aid the development of 'the ideal
touring motorcycle', for manufacturers seeking a
win needed to produce purpose-built racing motorcycles. However, it was no coincidence that
firms turning out TT-winning machines, like
Rudge, Sunbeam and Norton, also produced
quality touring and sports machines. Norton
went on to dominate TT racing through most of
the 1930s and it was Freddie Frith who set the
first 90 mph lap in 1937, riding a 500cc singlecylinder model from the Bracebridge Street
concern.
Page 14
The intervention of the Second World War
meant no TT from 1940 to 1946 and when it
returned in 1947, the only fuel available was 'Pool'
petrol of 72 octane. This required lowering of
compression ratios, which reduced power outputs, so speeds in the immediate post-war years
were below pre-war ones. With slightly better
quality fuel available from 1950, the pace pickedup again, much assisted by Norton's introduction
of the 'Featherbed' frame and by the appearance
of Geoff Duke to ride it.
A 100 mph Lap?
It was Duke who became associated with early1950s speculation about a 100 mph lap of the TT
Mountain Course. Interviewed by Graham Walker back in 1952, he was asked about the possibility and time-scale of someone circulating at an
average speed of 100 mph. Still riding for Norton,
he felt that the first 'ton' lap would go to someone
on a four-cylinder bike with good handling and
capable of 150 mph. He went on to say that he
believed it could happen in 1954, a prophecy he
repeated during a public discussion in early 1954.
By then Geoff had left Norton for Gilera, who
claimed improved handling, reduced weight and
an output of 64 bhp @ 10,500 rpm for its fourcylinder 500cc racer. It really sounded as though
the Italian company had given Geoff the tool for
the job in 1954 and the press played up the
likelihood of the 100 mph lap. Unfortunately,
after all the speculation, rain spoilt play in the
Senior race, the win went to Ray Amm (Norton)
and TT fans had to wait another year for riders to
have a tilt at what had developed into the Holy
Grail of TT racing, a 100 mph lap of the Mountain
Course.
Come the Senior TT race of 1955 and the 'ton'
lap was very much on peoples' minds. Encouragingly for spectators, Geoff Duke and his Gilera
broke the existing lap record of 97.41 mph from
a standing start and thereafter pulled away from
team-mate Reg Armstrong, further upping the
lap record as he went. Upon completion of his
third circuit it was announced that he had
achieved the elusive 100 mph lap and there was
cheering in the Grandstand. Shortly after, it was
announced that he had actually just missed the
100 mph lap, recording 99.97 mph and the
crowds booed in disappointment. Geoff had
been less than a second short of the 'ton', but he
rode on unaware and intent only on taking victory. In this he was successful and after his seven
laps he finished two minutes ahead of Reg Armstrong, setting new race average and lap records.
The lap record remained intact in 1956 and come
the Golden Jubilee meeting of 1957, race followers 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 under ideal conditions. While
an injured Geoff Duke was
missing from the fray, an onform 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
lap barrier four times en
With both wheels off the ground while cranked over, Geoff Duke
route to the chequered flag,
rides his Gilera to victory in the 1955 Senior TT.
Page 15
to leave it at 101.12 mph. It was a convincing
win, for second place John Surtees (MV Agusta)
was some 2 minutes behind, with Bob Brown
(Gilera) third and Dickie Dale on the Moto Guzzi
V-8 fourth. The overall time to cover the specially extended eight-lap Senior Jubilee TT race, was
just over three hours for the winner and after
those 300 racing miles it was reported that 'tyres
of the first three finishers appeared relatively
unworn'. They still ran with a slim 3.50 inch
treaded tyre on the rear.
Fans were elated by Bob McIntyre's performance, although his record-breaking achievement
seemed not to mean overmuch to the rider, for
after the race he said 'I was a happy man that
night. Not so much because of the 100 mph laps
that were so publicised but because I was the
only other Scot apart from Jimmy Guthrie to
bring off the Junior (350cc) and Senior (500cc)
double'.
Common
In the sixty years that have elapsed since McIntyre set the first 100 mph lap, factors like developments in race machinery, increases in
permitted engine capacity and changes to the
course, have seen many riders follow in his
wheel-tracks and it wasn't long before 350cc,
250cc and even 125cc machines were lapping at
over the ton. Even so, when 'Bob Mac' burst
through the 100 mph barrier in 1957, no one
imagined that almost sixty years later, lap speeds
would have increased by another one-third, with
Michael Dunlop lifting the outright lap record to
133.96 mph in 2016.
It is fitting that at this year's nostalgia-orientated
Classic TT, Michael Dunlop will put aside his
modern 220 bhp TT machine, don a pair of plain
black leathers and ride a 500cc four-cylinder
Gilera replica to commemorate the great Bob
McIntyre's first 100 mph lap from 60 years before.
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 Bray Hill 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 Braddan Bridge, on his way to a 130 mph lap.
The TT organisers have always required anyone
wanting to race over the Mountain Course to
meet specified qualifying standards. Back in 1920
a 500cc runner had to complete at least one
practice lap within one hour, a lap speed of 37.75
mph. Today, TT qualifying is calculated by use of
a formula which means riders must lap at about
115 mph before being allowed to race in the
Superbike event, so 100 mph laps barely feature
in their thinking. But qualifying standards are
lower for the MGP, where Newcomers are always relieved to get round in 22 minutes 38
seconds and thus set their first 100 mph laps,
before moving on to faster ones.
Back in 1957 the 500cc Italian multi-cylinder
Gilera and MV Agustas offered their riders some
15 bhp more than the best British Manx Norton
single-cylinder machines. Despite singles handling
better than fours, the difference in power was
too great for them to make-up around the power-hungry TT Course and it was actually 1960
before Derek Minter and Mike Hailwood 'rode
the wheels' off their Nortons to set the first 100
mph laps on singles. Production of Norton,
Matchless and AJS racers ceased at the end of
1962 and although they continued to dominate
grids for some years, they were eventually overwhelmed by Yamaha two-strokes. Thereafter,
they formed the backbone of a worldwide Classic racing movement and have been subject to
continuous development for many years. With
top riders aboard, latter-day replica singles are
now lapping the Mountain within a whisker of
110 mph.
Proving that the 'ton' lap is still a worthwhile
target in Classic racing, 2016 proved a special
year for two other makes of 500cc singles. The
Vincents developed by Patrick Godet from Philip
Vincent's Grey Flash racer set their first 100 mph
laps in the hands of Horst Saiger and Cameron
Donald, while an example of that stalwart of
racing machinery, the BSA Gold Star, also
achieved its first ever 100 mph lap, ridden by
Philip McGurk.
Page 17
2017 Classic TT
The fastest lap of the Mountain Course by a
500cc Gilera is 105.57 mph, a figure set by John
Hartle when the marque returned to the TT in
1963 to race under the Scuderia Duke banner. If
Michael Dunlop does more than parade the fourcylinder Gilera and actually contests the Senior
Classic TT on it in 2017, everyone will watch
with interest to see the lap speeds he achieves.
What chance of him meeting the TT Superbike
and Senior race qualifying figure of c115 mph?
How So Fast?
It would take a book to fully explain how and why
TT speeds have increased so enormously over
the past 110 years and, conveniently, one is just
about to be published by this author: 'Speed at
the TT Races – Faster and Faster' by Crowood
Press, ISBN 978-1-78500-298-4. It will be
'available at all good booksellers' in the Spring.
Thanks for the use of photographs go to Alan and
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,
and who is in the photograph, is anyone’s guess
(although the two-stroke Velo would suggest
sometime in the early ‘20’s) but the more intriguing question is: what is going on?
Clearly, a man (strangely in civvies rather than
race gear) and his machine are being weighed
prior to participating in some race on the island –
most probably the TT – but to what end? Well,
no one seems to have a definitive answer to that
question.
results of the weighing process did not result in
any penalties or handicaps being awarded.
Perhaps it’s something we should consider reintroducing, I can imagine much “good natured
banter” between today’s riders as the salad dodgers are separated from the gym bunnies!
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
Photo by Amulree
New Members
A Hearty Welcome to ...
John McCloskey, 36 Ballachrink Drive, Onchan, 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, Andreas 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
venues around the Island in 2016, with all ably
managed by Sean Seal and his small (very small)
band of helpers. Just to emphasise, that is ten
Section events run by one man! Of those ten
events, eight counted towards the Club Championship and the other two were 'stand alones',
they being the Handicap Trial and the Geoff
Cannell Memorial event. All brought their customary enjoyment, for everyone concerned, the
year finishing with a big entry for December's
'Mince Pie' Trial at Knock Froy. This saw Class
wins for Steve Lace, Mike
Kerruish, Sam
Ansermoz, Robert Taylor, Bobby Moyer and Ella
Doherty, plus the resolution of some close
fought battles in the season-long Club Championships.
2016 Championships
In the premier Vintage 'A' Championship class,
Kevin Whiteway had a fine season of consistent
and quality rides.
Contesting all events, Kevin rode his Tiger Cub
to a worthy Championship win from Sammy Ball,
with Jim Davidson pressing hard in third place.
In Vintage 'B', multiple Champion Andy Sykes
maintained his winning ways on his rigid BSA
Bantam, pursued by runner-up Ian James, who
appeared on SWM and Yamaha machines. Third
was Jon Duncan (Yamaha).
The Club also runs Invitation Classes which nonmembers can contest.
In second place was Paul Smith, with the returning Jamie Blackburn third.
The Invitation 'B' Championship went to the
evergreen Paul Doherty on his trusty Yamaha
twin-shock, with modern Gas Gas rider, and
former TT winner, Chris Palmer taking the runner-up position.
There was less representation in the Youth
Invitation class this year, but Katylyn Adshead
used her growing Trials skills to run out a clear
winner on her Beta.
In the two non-championship events, the
Handicap Trial is always weighted in favour of
older riders on older machines and saw a win for
Andy Sykes, while a somewhat younger Brent
Seal (Yamaha) took the handsome premier
trophy for his win in the Geoff Cannell Memorial
Trial – the second time he has done so.
Overall, 2016 saw entries down a little on recent
years, but they remained at a level where the
organisers were comfortable with the numbers
involved, while riders knew that the slight reduction meant that the bugbear of over-large entries
- queuing at Sections - was largely avoided. That
suits them, for they are just happy to get on and
ride the course, knowing that Sean sets out observed sections to a standard that offers a sporting challenge, but is not designed to break rider
or machine.
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
2015 riding a mix of Suzuki, Sherco, Triumph and
Montesa machines.
Page 22
David Wright
See overleaf for the
Final Club Championship Standings for 2016.
Ian James
Paul Doherty
Sammy Ball
Andy Sykes
Jim Davidson
KevinWhiteway
Photos: Dave Welsh
Published by Peel Copy Centre
Tel: +44 (0)1624 843889
Page 23
Final Club Championship Standings For 2016
Vintage 'A'
1 Kevin Whiteway
2 Sammy Ball
3 Jim Davidson
Invitation 'B'
1 Paul Doherty
2 Chris Palmer
3 Carl Smith
Vintage 'B'
1 Andy Sykes
2 Ian James
3 Jon Duncan
Youth Invitation
1 Katylyn Adshead
2 Josh Blackburn
3= Fraser Hegginson
3= Ella Doherty
3= Bobby Moyer
Invitation 'A'
1 Daniel Smith
2 Paul Smith
3 Jamie Blackburn
Page 24
Best Four-Stroke
Kevin Whiteway
Best Two-Stroke
Sammy Ball
Handicap Trial
Andy Sykes
Geoff Cannell Trial
Brent Seal
David Wright
2017 Test Days
you change groups if your speed / ability is
dangerously at odds with the rest of the
group. As before, each track session will
be limited to ten minutes so no one should
have to wait too long for their next outing.
As the Section will once again be running three
Test Days this year, the Committee thought it
might be worthwhile to explain what they’re all
about (for those members who haven’t attended
in the past) and explain a few changes that will be
implemented going forwards (for those who
have).
● At present, it is intended that each group
will be taken out on separate sighting laps
at the start of their first session.
The intention of the Test Days has been very
simple from the outset; namely, to give Section
members an opportunity to test their machines,
and sometimes themselves, in the safe environment of the Jurby track. As there is no competitive element involved, we have been able to keep
things simple – to participate, a member needs:
● If you have to come into the pits from a
session for any reason other than the session coming to an end (i.e. to trace a
misfire etc.), you will not be allowed back
on track until your group’s next session.
Similarly, once the entry gate has been
closed after a group has started a session,
the Marshals will not allow anyone else
out on track. These changes are simply to
avoid people pulling out of the pits in front
of other riders.
● to be a current VMCC member (you will
have to produce a valid membership card)
● to be riding a VMCC eligible machine (i.e.
at least 25 years’ old)
● to be wearing one, or two, piece leathers/
equivalent (i.e. no jeans)
and there is no proposal that those conditions
will change going forwards.
However, to reflect the growing number of track
focussed (but still VMCC eligible) machines that
members are now using, it has been decided to
introduce some changes to proceedings. These
are as follows:
Even if this doesn’t sound like your idea of fun,
why not make the trip to Jurby for the next Test
Day anyway? There’s no entry fee, you will be
guaranteed an eclectic selection of machinery in
the paddock, there’s catering to stave off any
hunger/ thirst pangs and (weather permitting)
what could be better than watching like-minded
souls putting their bikes and themselves through
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
out on track with the appropriate group
and displaying a sticker appropriate to that
group. Hopefully, most members will instinctively know which group will actually
suit their/ their bike’s ability but the Marshals will have the authority to “request”
Page 25
Jurby
Race
Track
VMCC IOM Section
Events Calendar 2017
January 12th
January 15th
Club night at Vagabonds 8pm Prize Presentation.
Trial at Old Stony Mountain 1:30pm start
February 9th
February 19th
Club night at Vagabonds 8pm “The Bonneville Boys”
Trial at Scarlett 1:30pm start
March 9th
March 19th
Club night at Vagabonds 8pm AGM
Trial at Ballagarraghyn 1:30pm start
April 9th
Road Run, 1:45 for 2pm start at Laxey, finish at Bride Village
Hall, Organiser Jim Crook.
Club night at Vagabonds 8pm Magic Lantern Old Bike Slides
Trial at Arrasey 1:30pm start
Road Run, 7.15 for 7.30 start Kirk Michael, Pie & Mash at the
Old Vicarage, Organiser Tony East
Bikers Night Out at Centenary Centre, Peel, Colin Seeley &
John Cooper Chat Night.
April 13th
April 16th
April 27th
*TBA*
May 7th
May 11th
May 20th
May 21st
June 11th
June 22nd
July 5th
July 13th
July 16th
Road Run, 1:45 for 2pm start at Grandstand, Bob Thomas Run.
Organiser Paul Boulster
Club night at Vagabonds 8pm Noggin & Natter
Trial at Bimsons Field 1:30pm start
Test Day at Jurby start 10:30
Road Run, 1:45 for 2pm start at Grandstand, Harold Rowell
Memorial, Organiser Ken Blackburn
Road Run, 7.15 for 7.30 start at St Johns, finish at The Marine,
Peel for Fish n’ Chip supper, Organiser Rupert Murden
Test Day at Jurby start 10:30
Club night at Vagabonds 8pm - Setting the Scene for Jurby Day!
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
July 30th
Jolly Boys Outing to Morecambe Bay UK,
Organiser Steve Leonard.
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
October 12th
October 15th
Test Day at Jurby start 10:30
Club night at Vagabonds 8pm TBA
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
Classic Motorcycle Restoration,
to your budget. Bike Rebuilds,
Paintwork, Metal Polishing,
Professional Motorcycle Valeting
& Detailing Service
www.motoclassix.com
[email protected]
07624 498626 (Sulby)
Page 27
Pride & Prejudice
(not forgetting Perception)
Well here we go – let’s start the New Year with
a bit of controversy! The Club’s monthly Journal
consistently, and rightly, questions the future of
the VMCC and the best way to attract new
younger members. The rolling twenty five year
rule should, and I am sure does, assist in this
quest. But, it is not the answer, to me the answer
is to simply change our name. There, I’ve said it.
I know, it comes as a bit of a shock but, when
you’ve calmed down and cast aside your prejudices for a few moments, and really thought it
through I’ll be amazed if you don’t come to the
same conclusion as I have!
So, what’s in a name – what good would changing
our name have? I believe it would be immense –
seismic even. When I examine my own journey
towards joining the VMCC, it was fraught,
fraught with all kinds of ill-conceived prejudices
that largely centred around one word – VINTAGE. That single word has so much to answer
for and when you look at the Club today, this
magnificent broad church, that word is a nonsense and largely irrelevant. Yet, in terms of
attracting new members it represents a huge
barrier.
I’ve enjoyed the majority of our Section’s runs in
2016 and I think it’s fair to say I was the only rider
consistently riding a genuinely vintage bike – a
1929 Scott. I’m merely making the point that, out
of a regular turnout of between forty and fifty
bikes, I can only readily think of two or three
riders regularly on rigid/ girder machines. The
vast majority ride modern VMCC-eligible motorcycles, and I feel sure this is typical across the
country. That’s fine by me – I’m not prejudiced
one way or the other - but I am prejudiced
against that word “vintage”, I can’t help it, it’s so
clearly unrepresentative.
For a start, there‘s so much confusion – how can
a bike be “vintage” when it’s younger than “clas-
sic”. No, hang on, vintage is actually pre-1930.
How does all this work? Well, to a complete
stranger it doesn’t! A complete stranger’s perception of the VMCC is a club for old bikes –
really old bikes. Here on the Isle of Man our
Section is used to meeting regularly with the
Manx Government to discuss all aspects of our
promotion of IOM plc by way of encouraging
visitors to enter our Manx Rally and the Festival
of Jurby. They really think they know all about us.
They help fund our activities and, all in all, are
very helpful. However, when they looked at the
entry list for the 2015 Closed Roads Parade Lap
of the TT Course, they were somewhat surprised to see a starting grid containing lots of road
going Superbikes! “What are they doing in the
Parade – they’re not Vintage are they?” was a
refrain echoed by a body that you would think
might know a thing or two about motor bikes!
“How can an Honda RC30 be Vintage – it’s not
even “Classic” – it’s not what the public think of
as “Vintage” – I don’t know that this is something
we should be encouraging”. CONFUSION,
CONFUSION,CONFUSION.
Another example: I was in the bank the other day
attempting to unravel a mess I had got myself into
over paying money out of the wrong Section
account (we have several bank accounts – more
confusion!). Heather, my personal banker, was
talking about her husband Ron and his small collection of bikes and wondering if I knew of a local
club he could join. Ron owns a number of “classic” Japanese bikes that are all VMCC eligible.
Had Ron thought about joining our club? “What,
the Vintage Club? No, my bikes are far too
young!” There, ladies and gentlemen, lies the
problem – perception. We have all come to learn
as we’ve grown older that perception is the name
of the game. That is what we need to focus on –
people’s perception of what we are all about.
And, dare I say it, people’s perception will be
prejudiced by that word “vintage”. My old racing
Page 28
mate John Knowles (who is somewhere in his
mid ‘70s) flatly refuses to acknowledge belonging
to the VMCC – he says he’s far too young to join
the/a vintage Club. And he’s not joking either!!
Yes, as you now know I had the same problem,
and it was all down to how I perceived the Club
and that word “vintage”! Had we not moved to
the Island I would no doubt still be regarding the
VMCC with disdain.
Which brings me to another point, and this is
something I’ve discussed with friends in the Club
and we all concur – we found the Club, it did not
find us. Much has been made about our inability
to find new members but, believe me, they will
find us if the signposts are big enough and clear
enough. It also seems many worry about the lack
of interest in genuine vintage and veteran motorcycles.
Once again, when I “found” the club I was slowly
drawn towards taking more than a passing interest in the early bikes. Over the course of my
eleven year membership I’ve bought, ridden and
sold all sorts going right back to veterans through
the ‘20s, ‘30s and on to post war stuff. I was keen
to sample it all but somehow I feel I might be
coming back to where I started – the sixties!
That’s not a problem as I feel I’m on a kind of
voyage of discovery which has truly opened my
eyes to the wonders of early motorcycling for
which I wholeheartedly thank the VMCC. And
the likely truth is that had I not joined this wonderful club it would all have passed me by. I am
keen that other motorcyclists should share my
experience of the Club and the first step towards
enlightenment is to make it absolutely clear who
and what the club caters for. To me that means
the word “vintage” must disappear and the
Club’s name change. But to what??
I’m not so sure of my ground now. But I can
envisage a national (why not international?) competition carried by all the main stream publishers
heralding this brave decision - masses of publicity
and no doubt fashionable words like “moto” and
“retro” being bandied about. But, perhaps a
more simple title may be found linking the Club
to its past. Something like “CLUB 1946” perhaps?
Anyway, I’m sure there are plenty of better ideas
out there, the important thing to me is to pass on
our passion for motorcycles, and our Club, to this
and future generations. Now, hands up those in
favour?
Page 29
Rupert
One day in 1961….
The long-anticipated TT had arrived and, to me
and my motorcycling friends, this was the high
spot of the year. The downside was we were all
going to have to go work during practice and race
week. However, the prospect of watching morning and evening practice, plus a whole day off for
the Senior event on the closing day, was something to look forward to.
We all speculated on the possible winners and
had our own favourites, including a youngster of
our own age whom we all envied – a certain Mike
Hailwood.
Practice week began and Tuesday found me at
work in a small former tannery building by the
Tromode River on the outskirts of Douglas. On
the old worn front door a small wooden sign
proclaimed that this was the premises of Tromode Engineers – makers of jigs, fixtures, press
tools and gauges (Pic 1).
The rhythm of the flat belts on my big lathe made
a slap every time the joint clip rolled off the big
pulley. The lathe was so old it was nicknamed
“The Horse Lathe” as it was rumoured to have
originally been driven by a horse gin.
Another ordinary day loomed when the front
door swung open and two well-dressed men
walked in. As they peered into the gloom – we
were short of illumination as the company was
always short of money and most of the fluorescent lights were out of action – the surprise
visitors requested to see the boss (who didn’t
recognise them).
However, myself and fellow apprentice Phil
Quane did: the prosperous looking man in the
grey suit and white moustache was none other
than Stan Hailwood, owner of Kings of Oxford
(Motorcycle dealers) and father of TT rider Mike.
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 reminded him of something he might have used
while serving his apprenticeship forty years previously. 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 manufacture new selectors for a five-speed Italian gearbox 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
project interfere with normal work, so we would
have to work in the evenings – Phil and I would
do the preparation work and John would do the
final machining.
The famous Stan Hailwood wallet came out and
we received £5 each, John had £20 for starters
with another £20 to come upon completion. We
never found out how much the boss got! To give
the reader an idea of our wages at this time in
relation to the transaction, Phil and I were earning about £3 a week and the Italian gearbox
allegedly cost more than a new 7R AJS – but
would it all buy success?
The three selectors were machined and sent to
Martin Baker at Ronaldsway (makers of aircraft
ejector seats) for hardening, and the same night
the cylindrical grinding was carried out on a Myford 7 lathe fitted with a toolpost grinder. Finally,
the selectors were cut with an elastic wheel to
create the forks and Mike Hailwood was back in
business.
1961 proved to be one of his finest hours with
two wins in the smaller classes, a win in the
Senior on the Norton and a 100 mph average lap.
Unfortunately for us, and him, the Junior AJS
didn’t finish. Whilst in the lead, with two minutes
in hand and fourteen miles to go, the gudgeon pin
failed and Phil Read won his first TT on a Norton.
I often wonder what became of his 7R with its
Italian five-speed box and Tromode Engineering
selectors.
Whenever I recount this tale, I always finish up by
producing the piece of selector left behind from
the elastic wheel operation, which I retrieved
from the grinding dust when I cleaned the machine the following day – and here it is!
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
Man Section of the VMCC, my original intention
was to pull together a short photographic history
of the Section’s activities during those fifty years.
However, once I began digging through Bill Snelling’s amazing archives I couldn’t resist the temptation to take an altogether longer look at how
motorcycling (and the Section itself) has evolved
on the Island since the very beginning. I hope you
enjoy this selection of photographs and, should
you find yourself looking at the more obscure
shots and thinking: “I know who/ where/ when
that is!”, then please do get in touch and let me
know.
The three photographs on this page cover over
fifty years and, although none are linked directly
to the Section (or indeed the VMCC), I felt they
needed a wider audience! The first shot shows
what is believed to be the first motorcycle on the
Isle of Man: owned by Mr Percy Brooks and seen
here at Ballaugh.
Interestingly, the second shot shows the first
motorcycle to be registered on the Isle of Man
and wearing the registration MN 30. Quite why
Mr Brook’s machine wasn’t the first to be registered is unknown – perhaps he had sold it by the
time vehicle registration was introduced?
The third shot is a jump in time to the Post-war
era and in it we can see an eclectic array of
machinery (both two and four wheeled), lining up
for the Hillberry Sprint. This event, which ran up
from Hillberry towards The Creg, was a feature
of Manx motorsport for many years.
Page 34
We now move forward to the 1950’s and the
establishment of the VMCC’s annual TT rally.
These shots were taken at the 1957 rally and
show that, if nothing else, the Manx weather can
be relied upon to be “changeable”. Also shown
are a temporary tax disc for visitors (hopefully
not something we will see being re-introduced)
and, yes, that is how bikes were loaded onto
ferries back in the day – a few scratches and
dents were all part of the TT “experience”!
Page 35
Into the ‘60’s and the format of the TT Rally is
now beginning to look very familiar (these shots
being taken in 1967) but, of course, with eligible
machines needing to be at least twenty five years
old, none of the participating machines could be
“newer” than 1942 (a state of affairs still being
regularly discussed in the VMCC’s monthly journal). We also have a shot of the Steam Packet’s
finest, basking in the sunshine at Douglas.
Page 36
Anne Davey swings out of the Grandstand on
her Royal Enfield to start a parade lap in 1971.
The use of black and white can be deceiving but
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
team (the White Helmets) and, as there are
other photos showing the same team at
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!
It’s 1979, the sun’s shining, your Sunbeam is
purring away on the Jurby tarmac and a large
crowd is enjoying the show. Life is good!
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
showing the 1981 VMCC rally (although the black
and white format does make it look like it could
have been taken many years earlier), the Sections
25th anniversary celebrations at Milntown in
1991 and some group shots showing Section
members out and about.
All photos Amulree (except where noted)
Photo: Vic Bates
Page 38
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