1952

“ENTRIES FOR THIS YEAR’S international TT races total 240. There are 83 for the Senior (500cc) event, 94 for the Junior (350cc), 34 for the Lightweight (250cc), and 29 for the Lightweight (125cc). The total is 52 below the record set last year, but this fact will have no influence on the success of the events, since there is an adequate entry for each. The lists do not show as much variety in national representation as could be wished. Nevertheless, a warm welcome is extended to entrants and riders from Australia, New Zealand, Canada, Southern Rhodesia, Ceylon, Denmark, Spain and Italy. It will not pass unnoticed that a rider from Australia and one from New Zealand figure in Manufacturers’ teams. With entry lists for the Clubman’s Senior Race at 97 and for the Junior Race over-subscribed at 105, there is a total of over 400 entries for the various events to take place during the Isle of Man ‘week’. Good racing is in prospect.”

“A DISABLED MAN was recently fined at Brighton for travelling at 41mph on his invalid tricycle! I suspect he is being bombarded with letters from other cripples eager to learn the make of his projectile. But I beseech these sporting invalids to mind their step. Time was when all disabled men had to purchase their mo-chairs out of their own pocket. Now that some State assistance is available, any exuberance on the road might conceivably lead to a micro-motor of clip-on type being substituted for the present more potent engines.”—Ixion

“‘Medico’ owns a Black Shadow, a Jowett Javelin and a Healey. His mature verdict is that a really long run, ie, up to 400-500 miles in the day, produces far more physical exhaustion on two wheels than on four. Though his two-wheeler is fully sprung, the contrast necessarily pivots on comfort. I have personally noted the same facts, and have always failed to reach a satisfactory analysis. For example, I remember covering 514 miles on a summer’s day (Glasgow to the South Coast), seated alone in a small sports car with not very fat tyres and quite simple suspension. I finished physically fresh. But I have never done 500 miles in the day on two wheels without feeling so punished that a boil-ing hot bath was required to remove the stiffness. Why? Is lack of support for (a) the shoulders, and (b) the hams, the main cause? There seems to, be little difference in the severity of bumps or the total of vibration. Nevertheless, there is a pronounced contrast in the total punishment…Medico accurately remarks that motor cycle head lamps are very substantially inferior to car dittoes, and explains why motor cycles cannot easily put up such high averages over a long distance. Technically he is correct. But I am all against long-distance high averages including any night element at all, nor do I really yearn for more potent motor cycle head lamps. There are a dozen arguments against them—high cost, considerable weight, bigger dynamos, bigger cells, and above all, the risk of young fools abusing so fierce a beam. To be frank, all really powerful head lamps are a confounded nuisance to the majority of road users; and I doubt whether any of us should use lamps substantially exceeding a reasonable level of illumination. I have often wished for a head lamp with a broader and more diffused beam, but I have no wish for a searchlight type.”—Ixion

“ONE OF THE MOST stimulating designs of the present day is without doubt the Italian 125cc twin-cylinder two-stroke Rumi. I have just had an enthusiastic letter from Thierry Holst, the well-known Dutch journalist, who has had a peep inside a Rumi engine and an opportunity of trying one of the sports models. One of the things I did not know is that the pistons have deflectors which are V-shape in plan. The cylinder heads have female equivalents of the deflectors, so that good gas turbulence ‘up top’ results. Indeed, according to Thierry, the deflectors have proved so efficient that a reduction in ignition advance has been possible. Before adoption of the deflectors, the ignition advance at 6,500rpm required to be in the region of 29°; with the deflectors, only 22° advance is necessary at 8,200rpm. The compression ratio of the sports model engine is 11½ to 1 (!) for use with normal ‘super’ (78-octane) fuel. The crankshaft is of the three-bearing type, with one bearing in the middle between the big-ends. The circular internal flywheel is highly polished. Holst’s letter goes on, ‘I don’t know if you have ridden a Rumi, but if not, let me tell you it’s a marvel. I rode the sports bus (not the racer), which behaves like a good ohv 350 and has a maximum of over 70mph (not kph—miles!). The suspension proved amazingly good. Braking is positive, progressive and safe. The riding position is like that of a comfortable 500. Acceleration is completely breathtaking. In spite of the high performance, fuel consumption tops 112mpg at 40mph.’ Thierry’s letter runs to nine pages. He does not stint himself in the use of superlatives, and he eulogises the Rumi as I have never known him praise a motor cycle before. Other snippets of interest from the letter are that Rumis have a 125cc ohc four-stroke for attacking Mondial road-racing supremacy. The 250cc ohc parallel-twin racer, which has the camshaft driven by gears between the cylinders, is undergoing tests at Monza. The 125cc racer, says Thierry, has not yet run. For a firm that is also engaged in the manufacture of textile machinery, and which made torpedoes during the war, Rumis have certainly made vast strides in the motor cycle world. He who first condemned the Latins as a lazy people certainly overlooked the Italian-motor cycle manufacturers!”—Nitor

“UNDER OVERCAST SKIES and in heavy rain, thousands of enthusiasts from all parts of South Wales set out for Eppynt last Saturday in the hope that by the time they arrived at the five-mile circuit on the wind-swept Breconshire ranges the weather would relent. But, alas for their hopes! While the rain did ease off to become intermittent during the racing (organised by the Builth Wells and Carmarthen MCs), conditions, at times, were very unpleasant indeed. The spectators, greatly reduced in numbers, huddled at various points of vantage along the course to watch the riders struggle against the vagaries of nature. It was left to these riders to bring some colour into the drabness of the bleak May day. And, indeed, they did so. While no records were broken in the Senior, Junior or Lightweight events, speeds were high and, in one instance, went near to eclipsing last year’s lap record. This was in the Senior race, when ST Barnett (499 Norton) registered the fastest lap at 70.01mph as a challenge to RH Dale’s 1951 figure of 71.12mph.”

“A WEEK OR SO AGO a man proudly showed me his machine that had been treated with some sort of clear varnish to protect the paintwork and chromium. The goo is alleged to keep the finish free from rust and general deterioration. I understand that this preparation does work very well, but I had to have a quiet grin at the thought of covering a very handsome model with a chemist’s brew to keep it handsome. When chromium plate was first introduced I remember the fuss that was made about it. No more cleaning, no more rust, no more tarnished nickel. Now some folks cheerfully buy a preparation that protects the protection! The logical outcome of all this is for some-one to market a compound to protect the stuff that protects the finish. In case you think this is taking things a little too far, I understand that in the USA there are bumpers available that protect the original bumpers from severe
damage!—Nitor

“‘IF I WERE to start making motor cycles off my own, bat, I would concentrate solely on 250s.’ The speaker was the sales manager of one of our biggest motor cycle manufacturing firms. The reasons he advanced were that with modern production methods and knowledge—assuming he were starting from scratch and his designer had a clean sheet of paper on his drawing board—it would be possible to make a 250cc machine with real performance on an economical basis. It is an axiom in the design field that the less the weight of material required, the lower the costs. A cleverly designed 250 would, in his opinion, be as inexpensive as, say, the average modern machine of under 200cc. Bearing in mind the performances of the pre-war Triumph and Ariel 250s, and the Rudges, his machine could have a cruising speed in the region of 55-60mph and a maximum of 70mph. It would be light and handleable, features which, in conjunction with the low cost, would give it a wider appeal, he believes, than any other capacity.”

“YOUR VENERABLE SCRIBE Ixion was very interesting in his dissertation about the collectors of veteran motors, but I think that he has overlooked the main reason for this enthusiasm. It applies equally to veteran or vintage enthusiasts, and I feel sure that the all-embracing reason is—fun. The ability to have fun is sadly lacking in this spoon-fed era, and your died-in-the-wool enthusiast (not necessarily, by any means a young man) does like to have fun in his motoring. Professionalism kills the happy-go-lucky spirit, and this reversion to the oldsters does give one that feeling of adventure, no matter how small that adventure may be. For instance, the tackling of the ‘Land’s End’ on a 1952 export reject is very nice but oh so certain of a smooth passage. Indeed, one need not be a clever boy to finish the course. But tackle this run on a veteran or vintage machine, as so any did at Easter—then it becomes real fun and demands real driving. Possibly Ixion may be unaware of the number of veterans that are still on the road doing daily chores. I know of a Model P Triumph and sidecar, a belt-drive 1923 Cedos, and for some weeks I used a 1921 Triumph and sidecar (only 5,000 miles old) for a 10-mile daily business run! All this fun for a few shillings (the Triumph Model P cost 30s). So here’s good luck to them all. I know who has the best of the game—and it doesn’t cost £200-£300!
W DENNIS GRIFFIN, Manchester.”

“EXPECTATIONS of new records on the ALJ Wicklow circuit by the Norton team, with the 1952 racing machines, were upset by the weather conditions, and the only record made during the day was by Reg Armstrong, who knocked three seconds off Johnny Lockett’s 1950 figure in the 350cc class with a lap at 83.40mph. The Nortons had the new rear hubs with the brake drums on the right (except Armstrong’s 350) and the modified rear suspension units. Geoff Duke was a non-starter; the explanation given was that he was unable to make the journey to Ireland. Armstrong, in his first appearance for Nortons, won both 350 and 500cc races and made fastest lap in each; Ken Kavanagh was runner-up in both races. When the field lined up for the 100-mile 350cc race, the roads were dry round the start, but a sea fog resulted in drizzle on the far side of the circuit. On the drop of the flag both Armstrong and Kavanagh made good starts, and at the end of the first lap they came through almost together, with the Australian slightly ahead; they had lapped at 79mph from a standing start. Twenty seconds behind were H Clark, C Gray and CG Griffiths (AJSs), With WAC McCandless (Norton) sixth. On Lap 2, Armstrong’s speed was 81.82mph and he led Kavanagh by seven seconds, while the lead over the rest was already 40sec. Gray had headed Clark; and McCandless, recovering from a slowish start, was in fifth place. On the third lap Armstrong surprisingly had a lead of 39sec over Kavanagh, who, it was learned later, had come off at the Beehive cross-roads, a sharp, deceptive turn at the end of the fastest stretch of the course. However, no damage was suffered and Kavanagh later worked up to an 80.72mph lap speed. At the beginning of the fifth lap McCandless came up into third place and closed on Kavanagh, who then speeded up and drew away again. On his seventh lap, Armstrong lapped at 82.71mph, equalling the record, and on his next he went round at 83.40mph, Then the rain started in earnest and speeds went down by nearly 10mph. Until then Armstrong had averaged over 81mph, but when he came in to win three minutes ahead of Kavanagh his average speed was down to 78.98mph. When McCandless finished third, all the rest were flagged off. Seven riders covered the full 12 laps, and another 11 qualified as finishers. The 500cc race (for which 350cc machines were eligible) started rather sensationally. Armstrong got away to another good start, chased by IK Arber (Norton), with Kavanagh some way back in the field. MP Roche, a young rider from Co Wexford, mounted on the ex-Ernie Lyons Triumph, came up from the second row and went into second place half-way round at Ballinabarney corner. A little beyond this point Kavanagh also passed Arber. Armstrong, covering his standing-start lap at 73.95mph, had a lead from Roche of 15sec, and Kavanagh was only one second behind the Triumph man. Going up the long hill out of Wicklow town he caught and passed Roche; but the young Irish rider held on gamely and made an attempt to regain his lead at Woolaghan’s Bridge, a tricky, fast S-bend, but did not manage it and came off, damaging his machine but not himself—in the Ernie Lyons tradition. Armstrong’s third lap was covered at 76.97mph, and this proved to be best of the race, though over 10mph below Artie Bell’s 1950 record, which gives an indication of the very bad conditions. He won by 1min 40sec from Kavanagh in spite of a stop for dry goggles. Arber rode very well in the wet, harrying Kavanagh for several laps, though he was reported as taking unusual lines on several corners. Kavanagh, however, opened up on his

fifth lap and shook off the Kettering rider with a lap at 75.63mph, his best of the race. Arber’s best was at 74.31mph. The Carter brothers of Dublin occupied the next two places for most of the race, Louis, on a ‘Featherbed’, speeded up considerably towards the end and went ahead of his younger brother, Gerard, who was on an older Norton. Only these five covered the full distance, but 11 others, including 0 Sheridan on a 1927 Sunbeam, qualified as finishers. For the 250cc race there were only five starters: three Moto-Guzzis, a Velocette and an Excelsior. RA Mead, on the Velocette, led easily for two laps, making fastest lap at 65.13mph, then retired. W Billington ran out of brakes at Wicklow town corner on the first lap and retired; and TD Sloan, who had a two-camshaft head on his Excelsior, retired with plug trouble. This left AF Wheeler, on the Leon Martin Moto-Guzzi, with a comfortable lead from WJ. Maddrick, on the ex-Ben Drinkwater Moto-Guzzi. RESULTS 350cc Race (12 laps): 1, HR Armstrong (Norton), 78.98mph; 2, K Kavanagh (Norton); 3, WAC McCandless (Norton); fastest lap (record), R Armstrong (Norton), 83.40mph. Class Handicap (private owners): WAC McCandless (Norton). 500cc Race (12 laps): 1, HR Armstrong (Norton), 75.27mph; 2, K Kavanagh (Norton); 3, IK. Arber (Norton); fastest lap, R Armstrong (Norton), 76.97mph. Class Handicap (private owners): IK Arber (Norton). 250cc Race: 1 AF Wheeler (Moto-Guzzi), 60.73mph; 2, WJ Maddrick (Moto-Guzzi); fastest Lap, RA Mead (Velocette), 65.13mph. Hutchinson Trophy (best on handicap): 1, WAC McCandless; 2, R Armstrong; 3, WF Sparling. Skerries Cup (beat novice): WF Sparling. Club Team Prize: Dublin &DMCC No 1 (R Armstrong, L Carter, G Carter).”

“SIXTY COMPETITORS ASSEMBLED in the car park at Wembley Stadium last Sunday for the Motor-assisted Cycle Demonstration Trial, the first of its kind in this country. Organised jointly by the British Two-stroke Club and the ACU, the trial was mainly of a ‘public interest’ nature. Certificates were awarded to successful competitors. The 14 makes of cyclemotor represented included two hitherto unknown in Britain—the Jet, a Danish engine of 50cc, and the Tailwind, a promising 49cc ‘two-speed’ design. The Jet is an inverted two-stroke engine mounted behind the saddle; it drives on to the tyre through a milled roller. The Dellorto carburettor is controlled by a twist-grip. Ignition is by Stensholm flywheel magneto. It is expected that these units will be available in Britain shortly. Still in the development stages, the Tailwind is a two-stroke enclosed in a box over the wheel. A two-diameter, carborundum-coated roller is employed to give a two-speed effect as between the engine and front wheel. A twistgrip control moves the unit sideways to effect ‘gear changes’. The engine is fan cooled. The trial opened with a starting test. Each competitor had 10 yards in which to pedal the engine into life, followed immediately by 10 yards which had to be covered without pedalling. Detailed route cards

were issued. The course covered 18½ miles of road with traffic lights, roundabouts, a hill, and similar ‘hazards’, and included one ‘rough’ section—a ¼-mile of unmetalled road abounding in potholes, ruts and puddles. The route had to be covered at an average speed of 12mph. At the half-way mark was a hill employed for a climbing test; it was marked out with six lines lettered A to F. Line A was a warning to stop pedalling. After three yards, B indicated that feet must be stationary by this point, and lines C, D, E and F were at five-yard intervals up the hill. Pedal assistance was permitted after line E, but a stop anywhere in the observed section resulted in loss of marks heavy enough to preclude an award. The lower down the hill the rider had to pedal, the heavier was the penalty. In view of the difference in load in relation to the total weight of machine and rider imposed upon the tiny engines by, say, a seven-stone rider and a 12-stone rider, this policy seemed a little severe. Two further tests followed the check-in at the Stadium at the finish. Professor AM Low operated an audiometer to record the degree of silencing, and the readings of the instrument were interpreted in three grades: quiet, reasonable and noticeable. The three Tailwind entries all qualified for the first heading, and Berinis also maintained a high standard in this test. Rain, which fell heavily in the later stages of the trial, produced interesting results in the second test, which was of brakes. The cycle-type rim. brakes let many competitors down, whereas those

machines equipped with internally expanding hub brakes, or with coaster hubs, achieved much better results, One Cyclemotor rider had fitted a 4in front brake—just to be sure! Early arrival at the finish entailed disqualification, but each rider was allowed three minutes after his expected time of arrival. There were two retirements, one through mechanical trouble. The pint of petroil issued to each machine at the start brought all home, though some competitors admitted that the fuel level was on the low side at the end. First-class certificates were awarded for retention of 90 out of 100 marks, and second-class certificates for an 80% performance. The trial appeared to be highly popular with the competitors, and one even suggested that similar events should be run weekly. RESULTS First-class Awards: FG Cosson (38cc Bantamoto), R Dendy (48cc Cucciolo), K Poole (48cc Cucciolo), AW Jones (48cc Cucciolo), CW Saville (31cc Cyclaid), T Gould (31cc Cyclaid), R Miles (25cc Cyclemaster), J Macielinski (48cc Miller), T Smith (48cc Miller), K Mercer (49cc Mini-Motor), A Pointer (49cc Mini-Motor), F Allen (38cc Mosquito), D Shallcross (49cc Power Pak), H Easton (49cc Power Pak), J Latta (49cc Tailwind). Second-Class Awards: P Longsmore (38cc Bantamoto), J Cooke (32 Berini), I Caswell (32 Berini), F Rasch (32 Berini), P Hodge (32 Berini), T Geyther (31cc Cyclaid), K Whiting (25cc Cycle-master), J Meyrick (25cc Cyclemaster),B Bollen (25cc Cyclemaster), G Ryan (25cc Cyclemaster), D Brown (25cc Cyclemaster), G Denton (49cc Mini-Motor), RK Sergent (38cc Mosquito), W Manley (49cc Power Pak), 0 Udall (49cc Power Pak). A Gatto (49cc Power Pak), A Smith (49cc Tailwind).”

“THERE IS MUCH to interest the motor cyclist at the Birmingham section of the British Industries Fair, which opened at Castle Bromwich on Monday. A surprising number of engines which are familiar as motor cycle power units can be seen adapted to all manner of useful industrial purposes. Royal Enfield two-stroke power units of 98 and 125cc, for instance, are shown ready for application to such implements as chain saws, cultivators, winches, lawn mowers and compressors. The famous 122 and 197cc Villiers two-stroke is available for driving—among other things—water pumps, circular saws, mechanical scythes and milking machines. A 395cc Villiers two-stroke has a special reduction gear to make it suitable to power agricultural elevators and concrete mixers. All these engines are air cooled. BSA 320 and 420cc side-valve industrial engines are seen ready for installation in trucks and winches. A novel and economical method of shunting railway trucks and rolling stock is demonstrated by the BSA truck mover. This is a single-track machine running on a rail and powered by the 420cc engine. The operator walks alongside, controlling the machine from an extended handlebar. A load-moving capacity of 75 tons is claimed for the unit. An interesting two-stroke engine manufactured by Aspin—a name associated with rotary valve four-strokes—is employed for the Sankey Saw. Castings are in magnesium-electron alloy and the cylinder is fitted with an alloy-iron liner. Petrol tank and carburettor as an assembly can be rotated round the inlet stub so that the engine will operate at any angle as demanded by the cutting to be done. Purely motor cycle exhibits are the 250cc side-valve Indian Brave and the Corgi on the Brockhouse stand. On the Lucas stand is the RM12 motor cycle generator which, it will be recalled, is intended to be mounted on the engine shaft. Also on the Lucas stand is an exceptionally fine model of a main road running through a town illustrating the advantages of the double-dip headlamp system for cars.”

“FOR A HUNDRED YEARS the Australian jackeroo (boundary rider)—that great legend of the outbacks—has relied on horses to do his work. Today it is no longer fashionable, or economical, for that matter, to use a horse, and for boundary riding and sheep droving he uses a motor cycle. This was revealed recently by AE Smith, of Menincourt Station, Pooncaris, New South Wales, in an essay competition which won him a BSA Bantam. He said that the Australian station owner now found that a motor cycle, especially a spring-frame model, will go anywhere and, more quickly and cheaply, do work which previously could only be done by the horse. The 125cc two-stroke, because of its lightness and dependability, is considered ideal for this work. Mr Smith said he uses eight BSA Bantams which have almost replaced horses on his station (ranch). Several stations in the surrounding district also have two-stroke motor cycles doing daily work—for transporting stockmen on long trips across the property, for journeys into town centres for provisions, and generally for all the work formerly executed on horseback. The machines travel up to 20 miles, over all types of country, in under the hour. ‘The horse would take a whole day to complete the same journey,’ said Mr Smith. For rounding up stock a box is generally fitted to the carrier, and a sheepdog, the famous Australian ‘kelpie’ (said to be a cross between a collie and the native ‘dingo’—wild dog), rides pillion. The beauty is that the dog arrives at the destination fresh to start on its energetic work of rounding up the stock. At first, the dogs were a bit shy of motor cycles, but one ride was sufficient to convince them. ‘You only have to walk up to a machine and the dog will leap into the box ready to be taken for a ride,’ said Mr. Smith.”

“HERE IS ANOTHER angle on motor cycling in the Australian hinterland—in the sporting sphere. In the USA they talk of riders ‘burning up the track’ in speed events, and at Yarrambat, Central Victoria, they succeeded in this—literally! At a high-speed scramble event held there by the local club, competition (and the weather—around the century mark) were so hot that competitors actually set fire to the track! The combination of sudden rains and a hot spell produced an over-growth of grass six feet in height. The excitement started in the sidecar handicap. L Evans was leading when he kicked his gear-change such a clump that the lever jammed and the exhaust pipe fell off. Unable to pull up (no gear box), he sailed straight into the long grass and in a second—it was on fire! Racing was forgotten for half-an-hour while everyone played at fire-fighters. Members of the club (Diamond Valley) were also volunteers of the local fire brigade. They dashed back to the village, grabbed the equipment, and returned to make short work of the blaze.”

“ORGANISED by the Wirral Hundred MCC and held on Wallasey Sands, the Daily Dispatch Gold Cup meeting always attracts a large entry. At last week-end’s meeting, 73 competitors came under starter’s orders. The races were run in class heats, the first four riders in each class going forward to the big race of the day which was held over 30 laps. The 500cc machines conceded two laps to the 250s and one to the 350s. The event was won in brilliant fashion by RB Young, the Norton factory rider. Starting from scratch, Young disposed of the 350 and 250cc competitors on the 17th lap and continued to draw ahead. By the end of the race he was over a lap ahead of the second man, S Wilson (498 AJS); third position was held by FC Pusey (348 Norton). Because of shifting sands, the course was not in its usual good condition. Both corners were cutting up badly and riders had to cross four gullies in the course of a lap. Viewing the circuit during practice Young very wisely decided to ride his new spring-frame Norton scrambler, and there is no doubt that this choice contributed materially to his victory. Where Manx Nortons and Triumph Tiger 100s were getting bogged down on the corners, Young sailed through as though on a main road. The 15-lap Silver Trophy race for side-car machines brought a resounding victory for F Taylor (498 Norton sc), who won by over a lap from W Poulton (998 Ariel sc), and G Woodworth (499 BSA sc).”

“tHE NORTHERN TEAM had little difficulty in winning the first leg of this year’s North vs South Scramble. When the team goes to Pirbright for the Southern leg it will have a 40-point lead. The South, without the services of some of their star men, and suffering a last minute set-back in the non-appearance of Geoff Ward, never recovered from a 32-point deficit in the first heat. The event was organised by the Ribble Valley MC for the North-Western Centre at Parsonage Farm, near Blackburn, in Lancashire. The 1¾-mile course was very dry and bumpy. Mainly fast, grassy going was interspersed with a number of short, tricky hollows, and one steep ascent from a muddy hairpin. A variation on the usual mass start is being used in this year’s events. The teams are divided into ‘A’ and ‘B’ sections of six riders, each section meeting the other in turn. This gives four races and tends to even out bad luck which might ruin a team’s chances in a single event.”

“THE TREND TOWARDS a reduction in the number of spares carried on Scottish Six Days Trial machines continues. This year, components held to machines by rubber bands usually comprise no more than spare inner tubes and footrests. Tools are mounted unobtrusively or carried in haversacks. The Christmas-tree look has disappeared. With so many manufacturers producing quality competition machines, the old order will probably never return. During the weigh-in at the official garage on Sunday, a crowd of enthusiasts and lay public alike collected to watch the proceedings. All were impressed. It is probably true to say that the general standard of machine preparation has never been higher for a ‘Scottish’. The machines gleamed and glistened as though they had come from a showroom. Especially impressive were the Royal Enfield ridden by WJ Stocker and the 347cc Matchless ridden by RW Peacock. As last year, the works’ DMWs are fitted with four-speed gear boxes and air-controlled front forks. One of the ‘unusual’ machines is FH Barnes’ Excelsior Talisman Twin with pivoted-fork rear springing. The fork is controlled for impact loading by coil springs, and by rubber for rebound. Barnes is, of course a regular competitor with sidecars. His usual, passenger, P Parsons, is also competing, riding a 348cc Norton. Another (usually) sidecar competitor riding a solo is FH Carey, who has a 125cc Royal Enfield. As for 1951, there is no sidecar class. The full solo entry of 180 represents a record for the event. The popularity and reputation of the trial may be judged from the fact that of the 180, no fewer than 93 are competing for the first time. Yet another surprising feature of the entry is the large proportion of machines of under

250cc. The number is 65, of which only 10 are over 200cc. It is a sign of the times—of the facts that competing expenses are high and that the modern lightweight can manage anything that a bigger machine can do, except in terms of speed. When at 8am on Monday morning the Lord Provost of Edinburgh gave the starting signal to P Victory (197 James), the roads were wet from overnight rain and a gentle drizzle had begun. There was mist, too, and visibility was down to 300 yards in places. In spite of this unpropitious outlook, however, competitors’ spirits remained high and there was no lack of light-hearted chaff as riders waited to draw their mounts from the closed control. At minute intervals the long crocodile was dispatched in numerical sequence—though this sequence will not be used throughout the week. The smaller-capacity machines, which run on a lower speed schedule, were set off first. Thus they would be overtaken by the larger machines. Because the speed schedules on rough-stuff last year allowed the under-200cc classes very little latitude and the schedules are unaltered this year, early numbers wasted no time in getting off the mark. A small crowd had gathered to watch the fun as competitors cleared the official garage and headed out of the capital’s suburbs for Bo’ness and the Kincardine road bridge. By 8.30am, the drizzle had increased and goggles became a hindrance. From Kincardine the route led to Yetts of Muckart, Dunning, and Bankfoot to Stoney Brae, the first observed hill. North of the Forth, the mist soon cleared; the sky brightened and held promise of a fine day. Stoney Brae’s four observed sections were preceded by a time-section. The hill is euphemistically named. The surface is steep and rutted, and abounds with massive boulders, many of which were loose. As in past years, it was the third section and the beginning of the fourth

that presented the greatest difficulty. P Victory (197 James) was first to arrive. He took no risks, but paddled through cautiously, choosing a path that avoided the worst of the boulders. JW Briggs, also James-mounted, took the same path and was also non-stop. Competent, but footing, climbs were made by RS Armsden and J Botting (197 Francis-Barnetts). W Coulson (197 DMW) recorded the first stop and gave a rodeo display when his front wheel reared up and the machine turned around. A series of mediocre climbs followed. It appeared as though none of the lightweights was going to master the nasty stretch just before the end of the third section. Then HW Thorne (197 James) arrived to make the perfect performance. He was slow and careful, correcting each wayward machine movement by body-lean and throttle variation. There was applause, too, for the first of the five lady competitors to arrive, Miss Joan Slack (197 Dot). She surmounted the worst with a single dab. Another lady, Miss GE Wickham (197 Francis-Barnett), with a friction-type shock absorber on the front fork, stopped. after making a promising beginning. The ‘impossible’ was achieved by EW Smith (197 Francis-Barnett) who climbed the right-hand bank and yet kept his feet up. Immediately after Stoney Brae came Allan’s Bridge and Balhomish, two sections that were new to the Scottish in 1950. The first presented no great difficulty on Monday. The second merely entailed a ride down a greasy, boulder-strewn watercourse; it, too, caused very little bother. Scotston followed and then came Taymouth, an old favourite included last year for the first time post-war. Provided care was taken in path-picking, Taymouth was harmless. The day was now fine and warm, and the road along the side of Loch Tay to Camushurich was ablaze with the beautiful shades of green and brown peculiar to the area. Notorious Camushurich was even more vicious than usual last Monday, for it had been severely ‘doctored’ between the first and second hairpins. At first sight it looked impossible. None of the riders of lightweights could master it. When the over-200cc machines arrived to tackle Camushurich, a large gallery crowded the banks. EG Coleman (497 Ariel), the lone Australian in the entry, caused amusement when he remarked on picking up his machine: ‘Want to be a blooming mountain goat!’ In spite of the difficulties, there were many creditable performances, but they paled into insignificance alongside that of GJ Draper (490 Norton). Rounding the offending hairpin, Draper took the measure of the hill at a glance. Swiftly he turned the handlebar to full right lock and, from engine-stalling speed, turned up the wick. He put the

front wheel up the steep leaf-mould bank on the right and put the rear wheel through the gap on the right to avoid the path-blocking boulder. It looked so easy, so impudent, that it took the breath away. Like several others in the trial, Draper was wearing the experimental plastic-covered cloth Barbour suit; it is to be called the Barbourette. The lunch stop was five miles farther on at Killin, which lies at the western end of Loch Tay. From here menacing clouds could be seen hovering over the Glencoe area. Locals maintained that heavy rain was already falling thereabouts, but they were mistaken. The run through the Glen of Weeping was one of sheer delight from beginning to end. Near Kinlochleven was the formidable Mamore, the final section of the day. With its many notorious corners the hill is a law unto itself. It is very long. The surface is of loose stones—stones which shoot uselessly away from spinning rear tyres. Because of the dry spell which had preceded the trial, the surface was even more loose than usual. Of the lightweights, only WA Lomas (197 James) could deal successfully with the hill’s higher reaches. He used all the speed he could muster up to Flook’s Corner, nipped smartly round the turn and rode over the loose with as fine an exhibition of throttle control as has been seen in many a day. Few Scottish Six Days’ events take plan without someone running over the edge of the Mamore track. The honour for the first slip of this kind in the 1952 Trial went to G. Coope (248 BSA). As he went over the edge. he threw his arms around a tree and pulled himself off the machine. Then, humorously, he hugged the tree in exaggerated recognition of a service well rendered. The end was not yet in sight. Ahead lay the rocky, rutted 11 miles or so of the old Mamore road leading to Fort William. The track provides great scope for zestful rough-stuff riding and fittingly concluded such an enjoyable day’s riding. The total mileage covered had been 182. At 10.40pm the day’s results were avail-able. These showed that only GJ Draper (490 Norton) had retained a clean sheet. The runner-up, with five marks lost (one stop), was PH Alves (498 Triumph). Next came JV Brittain (346 Royal Enfield) and BW Martin (348 BSA), each with six marks lost. They were followed by G Parsons (348 Ariel), with eight marks gone; and he was followed by TU Ellis (499 BSA), David Tye (348 BSA) and GL Jackson (347 AJS), all with nine marks lost. Best in the under-200cc class was WA Lomas (197 James), with 19 marks lost.” Five days later Johnny Brittain won the 1952 Scottish Six Days Trial; he finished with 22 marks lost.

“RUN OVER A super-sporting, mountain course in some of the most rugged and beautiful areas of ‘wild Wales’ last weekend, the national Welsh Two-day Trial drew a record entry of 113 (last year’s entry totalled 78). On the first anniversary of the event, therefore, the organisers, the Mid-Wales Centre, had the satisfaction of knowing that the popularity of their highly-specialised event is increasing and that their enterprise in inaugurating it has been well justified. Fresh from his victory in the Scottish Six Days’ Trial, JV Brittain, riding his 346cc Royal Enfield, remained on top of his form to win the event by a clear-cut margin; he lost only four marks on observation and none on time. His nearest rivals were DS Tye (348 BSA) and PJ Mellers (497 Ariel), each of whom lost nine marks on observation and won the 350 and 500cc cups respectively. Best performance among the sidecar entry of six was made by F Wilkins (497cc Ariel sc) with 31 marks lost. As might be expected, with the trial based in Llandrindod Wells, good humour ran high and there was an air of joie de vivre among riders, officials, and spectators alike. With almost as much depending on the maintenance of tight time schedules over the rough stretches of the course (which meant over most of it!) as on performance on observed hills, there was also, about the event, a trace of ISDT atmosphere. Many riders carried spare inner-tubes and large inflators and many were using rear-sprung twins. A highlight of the event was that WJ Stocker was in charge of a thrilling new 700cc Royal Enfield vertical twin, which was equipped to semi ‘International’ specification. Under a warm, early-morning sun, which beamed out of a clear blue sky, the chairman of the Llandrindod council, councillor WH Edwards, JP, started the first competitor on the 135-mile route for the first day, Friday. Before reaching the first observed section, Fellwyd, some 50 miles, embracing three time checks, had to be covered. Very little

main road was encountered and the going was mostly over loosely-surfaced, winding, secondary and unclassified roads—roads of the type calling for the utmost road-craft, if the speed schedule was to be maintained without resort to ‘risky’ riding methods. The observed section did not rob many of the experts of marks, but the short stretch of smooth, slimy rock slabs required to be treated with more than a little respect. Among the first arrivals was DS Tye (348 BSA). Tye arrived dead on time, and made a very slow, controlled ascent, demonstrating among other things that his engine was in perfect tune. Slightly faster over Fellwyd were JV Keenan and WL James, both riding Trophy Triumphs, but they were equally untroubled. Unexpectedly, WJ Stocker on the 700cc Royal Enfield was bothered with wheelspin, and he had to foot his way out. Through overshooting a turning leading to the section, JV Smith (490 Norton) was some 30 minutes late; he lost no marks on the section, and when he left he was in a hurry! From Fellwyd riders were treated to the wild splendour of the Tregaron Pass before reaching the lunch check. After their brief respite they had to traverse a longish stretch of open mountain to get them to Pen-y-Gareg, the next observed hill, which lay in the Elan Valley. Time schedules, incidentally, were based on the nature of the terrain between various checks, and were in the proportions, 24, 26 and 30mph for solos up to 150 and 250cc, sidecar outfits, and solos over 250cc respectively. Pen-y-Gareg provided an interesting mixture of loose slates and earth and a 1-in-2 gradient. There were many clean climbs, among the best of those seen being by DS Tye, E Sellars (497 Ariel) and JV Britton, The course then led through the small town of Rhayader, where it appeared as though at least half the population was lining the roads to cheer competitors, and the police force, as in Welsh ‘Internationals’, was co-operating to the full. The route to the last two observed sections of the day, near Llandrindod Wells and the finishing point, lay over the tops of mountains and along forestry roads, ‘to give riders an enjoyable half-hour’s scramble riding!’ At the first of the sections, Cwm-Gwyn, an excellent climb was made by L/Cpl JSH Bray, who, with a superb show of riding, and using lots of correcting body-lean, took his WD 347cc Matchless through the tricky mud and boulders unpenalised. DV Chadwick took his BSA Bantam through in fine style, and another

Bantam rider to go through feet up was L Wyer. One of the two lady competitors, Miss Olga Kevelos (497 Ariel) was clean in the early part; then she had trouble in the second sub-section, recovered, and required two dabs. Cefn Coed, the final section, contained a measure of deep mud of plum-duff consistency. Though the section was level and straight, the ruts were long and deep and only JV Smith among the solos rode the entire length unpenalised. JE Breffit (450 Norton) came close to success, but was forced to use three dabs—two of them when he was almost at the ‘ends’ card. Strangely enough, in the circumstances, FH Whittle (598 Panther sc) and F Wilkins (497 Ariel sc) drove their sidecar outfits through fast in great style without losing marks. Early morning mist and a clear blue sky above heralded another glorious day on Saturday for the second half of the trial. Machines had been impounded during the night and there was an easy-starting test before riders set off—this was in addition to the three other special tests (acceleration and braking) during the event. Eight observed sections were included in the course of Saturday’s route of 114 miles, which was also timed, of course. At the first section, LIwyncutta, spectators were treated to a masterly display from DM Viney (347 AJS). Viney inveigled his machine over muddy rock slabs and through a quagmire at the exit from the section with all the grace and skill that is his alone. A praiseworthy performance was made also by the second of the two lady competitors, Miss Joan Slack (197 Dot). Many excellent sections were included in the day’s route, but the highlight was Kinsley, the long stony track bristling with rock ledges, that climbs steeply up the side of a 300ft cliff towering above the roofs of Knighton. It was said that no one had ever climbed it unpenalised, and it presented for riders an awe-inspiring prospect. There was an early sensation when F Allen (123 BSA) rode feet-up almost to the top before hopping out of the saddle when his engine was about to stall. One after the other, the experts were defeated. Most of them made non-stop climbs by dint of heavy footing, and the bulk of the remainder of the entry required tow-rope assistance. The spirited charge by HL Williams (490 Norton) was typical of many who forfeited a non-stop climb in a gallant attempt to ride the entire section feet-up. Williams stormed his way over the worst part with his feet glued firmly to the rests, but eight yards from the end he lost control and dropped the model. When most of the entry had passed Johnny Brittain arrived, still with a clean sheet for the day—he had only lost four marks the previous day and was at this stage in the lead. After carefully weighing the prospects, he made a superbly-judged climb, and a tremendous cheer arose from the crowds thronging the banks when he rocketed out of the section still under control and still feet-up. Not only had he made almost certain of winning the trial but he had made local history by being first to conquer the hill. A word of praise is merited by Clerk of the Course, HP Bangham, and his merry band of fellow organisers. They did a first-class job—a really first-class job throughout the two days. RESULTS Welsh Solo Trophy: JV Brittain (346 Royal Enfield), 4 marks lost. Welsh Sidecar Trophy: F Wilkins (497 Ariel sc) 31. Knighton Cup (best 150): EW Smith (122 Francis-Barnett), 32. Llandrindod Cup (best 260): R Armsden (197 Francis-Barnett), 27. Rhayader Cup (best 350): DS Tye (348 BSA), 9. Metropole Cup (best unlimited cc): PJ Mellers (497 Ariel), 9. Spa Cup (best 350 sidecar): RU Holoway (348 Panther sc), 67. Walters Cup (best unlimited cc sidecar), AG Brown (490 Norton sc), 45. Builth Trophy (best one-make team): AJS (BHM Viney, GL Jackson, PF Richards), 74. Presteign Cup (best club team): Sunbeam MCC (GL Jackson, PJ Mellars, J Giles), 31. Morgan Cup (best Mid-Wales member): WB Mills (498 Triumph), 27. Services Cup (best Army rider): L/Cpl JSH Bray (348 Matchless), 42.”

“THE REPORT TO the Minister of Transport on Motor Cycle Accidents by the Committee on Road Safety, in considering the rise in the number of motor cycle casualties, draws attention to the greatly increased number of motor cyclists on the roads. Figures quoted are 32,771 casualties in 1938, when there were 443,651 motor cycles (and similar-category machines) registered; the percentage of casualties was 7.3. In 1950 there were 37,390 casualties and 729,420 machines registered, giving a percentage of 5.12, but it will be recalled that petrol was rationed, and therefore mileage was restricted, for five months during 1950. Conclusive evidence of the reduction in the accident rate is provided by the year 1951, when there was no petrol rationing, and a valid comparison with the last normal pre-war year, 1938, can be made. In 1951, casualties numbered 42,680 or 5.18% of the 822,571 registrations. Hence, since 1938, there has been a drop of more than 2% in the casualty rate in spite of heavier traffic on less satisfactorily maintained, overcrowded roads. The Committee’s recommendations are constructive and of the utmost value in discrediting the common supposition that motor cyclists as a body are wholly culpable for the accidents in which they are involved. Motor cyclists bear their share of responsibility, but no more. Many of the recommendations are on the lines of suggestions made over a long period by The Motor Cycle and other interested parties. Attention is drawn to the danger of slippery surfaces and the need for the Ministry of Transport and highway authorities to remedy such surfaces. It is recommended that the rear lighting and driving mirrors of other vehicles should be improved; that measures for the control of dogs on the highway should be introduced; that the use of crash helmets should be encouraged (assuming a suitable helmet can be produced at a reasonable cost); that driving tests of motor cyclists should be conducted by examiners who are riding motor cycles; that there should be more police patrols mounted on motor cycles; and that the RAC-ACU Training Scheme should be expanded. ‘In essentials,’ says the Report, ‘the problem does not differ from the accident problem generally, and the preventive measures must be a combination of education, enforcement and road and vehicle improvements. The importance of proper training of learner motor cyclists cannot be overstressed.'” The report also concluded: Motor cycle manufacturers should consider further standardisation of motor cycle controls. The development of the auto-assisted pedal cycle and autocycle should be carefully watched. Driving mirrors on motor cycles should not be made compulsory. Direction indicators on motor cycles should not be made compulsory. The value of leg guards should be investigated. Proper footrests should be a requirement for all motor cycles used for carrying pillion passengers. The use of goggles with side panels should be encouraged. Special restrictions on the speed of motor cycles either in relation to the age of their riders, or generally, should not be imposed. The vulnerability of motor cyclists should be discussed between the Department and the motor cycle manufacturers. A booklet on roadcraft should be issued with all new motor cycles. Films on safe motor cycling technique should be produced and made available to interested parties. Auto-assisted pedal cycles and autocycles should be placed in a separate group for the purposes of driving tests and licences, and the question of a separate group for motor cycles of over 350cc borne in mind. The accident position among learner motor cyclists should be watched with a view to consideration being given to limitation of the number of provisional licences which a learner driver may be granted. “It seems clear, says the report, ” that the upward trend in motor cyclist casualties is largely due to the increase in this class of traffic.” Of 16,511 crashes recorded in the police reports skidding accounted for 15%; misjudging clearance, distance or speed, 12%; excessive speed in the prevailing conditions, 11%; overtaking improperly, 11%; lack of care at road junctions, 8%; inattentive or attention diverted, 7%. “The vulnerability of the rider is shared by the pillion passenger. Though no statistics are available to show whether motor cyclists with pillion riders are more likely to be involved in accidents than are solo riders, it is obvious that, if there is an accident, two lives are endangered instead of one. There is a temptation for a young rider with a girl on the pillion to show off by driving at excessive speed. A warning about the foolishness of succumbing to this temptation should be given special stress in the education and training of motor cyclists. A sample investigation of the ages of motor cyclists killed or injured in road accidents showed that about 50% of the casualties were in the age group 19-27. However, there is no information available about the ages of motor cyclists licensed.” Triumph boss Edward Turner said: “It is in refreshing contrast to the usual nonsense one reads almost daily on the same subject. As manufacturers, we heartily endorse the principal recommendations relating to the condition of road surfaces, rear lighting of other vehicles, and straying dogs. To those authorities who find difficulty in providing non-skid road surfaces we would commend a visit to the Isle of Man, where it is possible to lap the tortuous TT course at 90mph in safety on the wettest day. In many of our biggest cities it is almost impossible to travel at 10mph with any degree of confidence after a shower of rain. Motor cycles, by their liveliness and the sport they provide, appeal mainly to the young, and youngsters will always get themselves into trouble on occasion whatever sport they take up. Danger is an inherent part of any real sport, and it would be a sad day for this country if our youngsters preferred the safe pleasure of watching television to getting out into the country on a motor cycle or bicycle, or climbing mountains, or any other real sport which calls for a little courage and dash…since 1938 the number of motor cycles on the roads has increased almost 100% but the accident figures show an increase of only about 25%. There is, of course, no reason for complacency, and every effort must be made to effect a considerable improvement.”

“SURPRISE AND POSSIBLY consternation will arise over the FIM decision to allow superchargers for road racing. Undoubtedly the FIM will suffer a good deal of criticism for introducing the change without notice, bearing in mind the understanding that no vitally important modification to road-racing regulations would be made without three years’ warning. Two other points of possible criticism arise. A British rider was suspended for a year at the last Autumn Congress. The suspension has been remitted by a few months, and the rider will be allowed to compete again from 1 July. He was suspended without a hearing, and only sketchy details of the charge have been made public. It is widely felt that FIM rules should be modified to ensure that a rider may state his case before suspension is enforced. Secondly, the two fatal accidents at the Swiss Grand Prix have brought into focus the fact that the FIM permitted the meeting to be held in spite of its own rule that classic motor cycle races shall not be run on the same circuit and on the same day as car events. It appears that the FIM is quick to deal stringently with riders, yet compromises with its own constituent bodies in the application of its rules.”

“WHEN THE ZEBRAS first came into use, I prophesied that many of them would need to be operated by a uniformed policeman in days to come, if only spasmodically. I spent Easter at one of our better-known watering places. The holiday crowds were by no means gigantic, but in the centre of the town all the (very few) zebras were necessarily controlled by point cops over a considerable portion of each fine day. Otherwise the dual hold-up of angry peds and angry motorists would have led to troublous scenes. I heckled a local official for his view of the matter. He said in effect, ‘The zebras are important to us on grounds of economy. In normal times, when traffic is not too heavy, a little colour on the road surface renders a service which would otherwise demand a human agent or an expensive robot lamp installation. We don’t know yet how often we shall have to supplement the zebras in the town centre by posting constables at them, but in any case they will still be extremely economical. It is too early to estimate the aspects of safety and danger, but we are well pleased with their safety up to date.”—Ixion

“I READ OUR sprightly contributor, ‘Technicus’, with a slightly rueful air. ‘Several periods in my ill-spent life have caught me in charge of engines with more than one carburettor. I think the record number was four, though I sometimes wonder whether it wasn’t eight. The job is not too foul if the engine has stub exhaust pipes and no silencers. You carefully adjust one carburettor till you get the tongue of flame with the right colour. You then bring the other carburettors up to the same standard. But this noisy task makes for acute neighbour trouble. So if the job has silencers and prolonged exhaust pipes, you have to take the vehicle bodily up to some lonely place atop of the Pennine hills or suchlike, dismount the exhaust system, set the carburettors, and remount exhaust plumbing. Even then some stupid little item soon upsets the balance, when you have to revisit your mountain summit to put it right. Whereupon the local cops begin to suspect that you are running a pot still and brewing your own whisky. One carburettor is plenty for me on a touring model, thank you.”—Ixion

“CS JONES CONSIDERS that 90% of fast drivers are competent. His thesis can’t be proved. I think that many youthful speedmen are most temerarious. But I will append two samples which tend to pillory the creepers. How many readers know the psychological effect of a tram? Nobody likes running either alongside or just astern of a tram or similar incubus. They occupy an immense slab of road. They block your view ahead. They can (and do) stop most incredibly quickly. When I find myself behind a tram, my instant and powerful reaction is to overtake it. I know as well as you do that there is probably another tram about a hundred yards farther on; and that tram C is probably rollicking a few yards ahead of tram B. No matter! I miss no possible chance of passing every tram I encounter. Again, I never ride quite so foolishly as when I am on something slow, especially in hilly country. Given a clear field, I am compulsorily rather slow over the ground, because my machine can’t do more than so-and-so. So I am loth to slow adequately at awkward corners, and will face almost any risk up a lengthy hill, lest I should be forced off top gear and be unable to change up again for a mile or so. These are two very common factors in accidents; the creeper brigade is especially susceptible to them.”—Ixion

“HOW VERY, VERY SELDOM one sees a motor cyclist tinkering by the roadside! This is no mean tribute to the industry. In a sense it is rather a surprise to me, for today quite a sizeable percentage of us ride clip-ons or autocycles of various types. Many of these riders have still to acquire the smattering of mechanical knowledge requisite for keeping any model in good running order. Hats off to designers and makers—they have done a very goof job.”—Ixion

“ON THE FACE OF IT British bikes still led the pack. At the Swiss Grand Prix AJSs finished 1st and 2nd in the 500cc class, with an MV 3rd; a Norton (inevitably ridden by Geoff Duke) led the 350s home followed by an Ajay and another Norton. But it was clear that the lightweight classes were no longer British territory; Fergus Anderson won the 250 race on a Guzzi. Harry Louis, who was to have an illustrious career as editor of the Blue ‘Un, took a well informed look at the Continental challenge: “A most impressive feature of the 500cc race of the Swiss Grand Prix at Berne was the speed and reliability of the new Italian MV Agustas. No one was surprised to see Geoff Duke leading on the first lap. But keeping Duke within sight was Les Graham, whose MV was obviously motoring very well and handling magnificently. According to my timing Graham was never more than 15sec away from Duke until the seventh lap. Duke was leading at around 95mph, and Graham’s average speed could not have been much slower. He called at his pit to examine the rear suspension because at extreme range of upward movement the tyre was rubbing on the mudguard; a lap later he retired since it was foolhardy to take risks. The remedy would be a simple matter, but could not be applied during the race. Another pointer to the performance of the latest MVs is the fact that Carlo Bandirola in the same race finished third at an average speed higher than the previous lap record, which remained intact from 1937 till this year. Only two MVs were competing and both showed great promise in a tigerish race. Engines of the 1952 models are substantially similar to the 1951 units but major changes have been made in the transmission and rear suspension. Primary drive is by gears to a five-speed gear box which, says Graham, provides a quick, certain change. (It will be recalled that one of the bothers with last year’s four-speed machines was the difficulty of avoiding a muffed change and its consequent over-revving of the engine.)

Final drive is by chain as against shaft on the 1951 jobs. The pivoted rear fork is of orthodox pattern, with Girling telescopic legs—previously there were twin rear forks controlled by torsion bars. The models at Berne were fitted with conventional telescopic front forks. However, experiments with the Earles leading-link fork have proved promising, and this type of fork may appear on the machines for the TT races. In common with almost all other Italian racing machines, the MVs have a fuel tank fashioned to fit the rider’s arms. Fairing from the front number plate extends backward round the steering head and merges with the tank; this fairing is not at present employed as a fuel container, but it might form a useful part of the tank should the need to carry the maximum amount of fuel arise. It would be wrong to form any conclusions about the Gilera fours simply because their showing in the Swiss race was unspectacular. They were nipping along well in practice (although none was recorded as getting round so fast as Duke’s Norton), and information from Italy is that for 1952 a few more horses have been found. Externally, the Gileras appear almost unchanged, apart from the fairing round the steering head and the reshaped fuel tank. The Swiss meeting provided the first appearance in a classic race of the 500cc dohc parallel-twin Horex from Germany. The power unit and especially the housing for the camshafts are of remarkably massive construction. Each cylinder has its own carburettor, which is inclined at an angle of about 45°. This engine is perhaps too new to judge, though as yet it does not seem to be fast or reliable enough to be a serious contender for honours against top-flight opposition. Roland Schnell, who will be remembered for his ingenious Perilla ‘specials’, had his two Horex specials at Berne. One is a 350 and the other a 250; but they are as alike as peas and not easy to distinguish at a quick glance. The casing enclosing the chain drive to the inlet camshaft is slightly á la AJS triple-knocker. On the left-hand side of the camshaft housing there is a further chain drive

to the exhaust camshaft. Two sparking plugs are fitted, one on each side of the head, but only one plug was in use at Berne. As with the Horex twin, the carburettor has a very steep downdraught angle. An unusual feature for a present-day racing machine is the very extensive finning on the crankcase, which is not an oil container—there is a separate oil tank below the nose of the racing seat. Undoubtedly one of the most ingenious designs to appear in post-war years is the 350cc three-cylinder DKW from Germany. Two cylinders are parallel and inclined forward 15° from the vertical; the third cylinder faces forward at an angle of 75° from the parallel cylinders. The attraction of this layout is that it provides a short crankshaft, and thus a comparatively narrow engine, and also allows plenty of air to get round the cylinders for cooling. The engine is designed on basic three- port principles; each cylinder has its separate crankcase compartment and its separate carburettor. There are no rotary valves as on the 250cc DKW parallel-twin. Ignition on the three-cylinder units by means of a modified six-cylinder car magneto driven at half engine speed by a bevel gear on the end of the crankshaft. Primary drive to the four-speed gear box is by gears; secondary drive by chain. Peak rpm are 12,000. An interesting point is that the DKWs are fitted with electric revmeters which are said to be spot-on accurate and were noted to be absolutely free from needle flutter. This three-cylinder engine was no farther advanced than the drawing board last December; to have it racing within a few months is an astonishing achievement. The machine is very fast indeed—at Berne, a DKW technician said the engine would not stand the distance and his prediction came true. After holding a good fifth place for 12 laps behind such select company as Duke, Coleman, Armstrong and Brett, who were averaging about 90mph, Siegfried Wünsche had the engine die on him. Given more development this three-cylinder

DKW might prove a strong challenger to the British monopoly in the 350cc class. In its 1952 guise, the 250cc Benelli is endearingly elegant. The engine, with its spur gear-driven twin overhead camshafts, is essentially unchanged. However, the frame is modified and the pivoted rear fork has telescopic legs in place of the plunger units employed formerly. The parallel-ruler front fork has been superseded by a telescopic design. Measuring about 11in in diameter, the front brake be the largest on any racing machine extant. By a last-minute arrangement, Les Graham rode one of the Benellis at Berne and, although he had but a few practice laps in which to gain experience of a machine which is very difficult to get to ‘know’, he finished third only 0.6mph slower than Fergus Anderson’s winning Moto-Guzzi. This in spite of being unable to engage top gear after the second lap. If Graham gets the chance of more racing on the Benelli he might well cause a flutter in the Moto-Guzzi stable, which otherwise looks all set to dominate the 250cc class without undue competition. It now seems finally decided that the TT Moto-Guzzis have two-valve engines and five-speed gear boxes. With the new Dellorto carburettor, which, in effect, has the main jet surrounded by the float, Moto-Guzzis are achieving very clean carburation and power pick-up. Another improvement for 1952 is the simple rear suspension legs, each of which consists of an exposed coil spring round a special Girling hydraulic unit. In the Swiss race Enrico Lorenzetti, who was second to Anderson, rode a machine with the twin-camshaft four-valve engine. The valve gear is entirely enclosed. Coil springs are employed, each pair of valves is parallel, and the cylinder head is of pent-roof design. Each inlet port has its separate carburettor. There was no reliable news at Berne about the new racing BMWs. Diligent ‘pumping’ of both Georg Meier and Ludwig Kraus brought forth nothing more than broad and happy smiles, but it is known that the new models are coming along well and that they will be out for the German Grand Prix at Stuttgart. This year’s crop of interesting Continental racing models is most promising. Coming along are four newish 250, four stroke twins—the Lambretta, the Rumi, the Parilla and the NSU. In the 125cc class, the 1952 MVs are considered to be capable of giving a real challenge to the FB Mondials. The 125cc Lube from Spain will not be in the Island but may be seen later. And there is the great secret of Mandello—the Moto-Guzzi 500cc in-line four which may just possibly be ready this year. The road-racing game appears to be flourishing’ as never before.”—Harry Louis

“HAVING READ WITH INTEREST Dennis May’s article, ‘Choose Your Weapon’, and the subsequent letter from ‘Medico’ who both maintain that the fastest modern motor cycles are slower over big mileages than the fastest modern cars, I feel that I most express my disagreement. Because dry roads over the whole or most of a long distance are fairly readily obtainable, while it is quite impossible to do a run of 12 hours or more without encountering hindering traffic and numerous slow-downs and stops, all of which give the motor cycle the advantage provided that the rider has the necessary skill and stamina, the statement as it stands is not correct. In one day of 24 hours I have done over 800 miles in a Ford 8hp car. In another day of 24 hours I have quite comfortably done over 1,150 miles on a Black Shadow (mileage witnessed), this although I am middle-aged and quite an amateur, without any racing experience. I run both a car and a motor cycle. Like ‘Medico’ I far prefer the motor cycle, but unlike him I think nothing of a day’s run of 600 to 700 miles, such as London to Land’s End and back, or London to Gretna Green and back, usually on a Sunday, with its ‘heavier’ traffic. I would bet heavily that no XK120 would, under those conditions keep up with the Black Shadow, yet I pride myself on careful riding without risking other people’s or my own neck. The reason is that ‘heavier’ traffic would give the motor cyclist an unfair drop, due to his ability to heel through gaps denied to his rival and due to the two-wheeler’s superior acceleration.
BOB CHAPLIN, Kenton, Middx.”

“I HAVE BEEN very interested in Dennis May’s article and the letters in connection with high average speeds and long-distance travel. On the ‘Shadow’, a speed of 80mph is a pleasant amble which can be maintained indefinitely in ordinary clothes, but 100mph is quite a serious matter for which one must have the right conditions and wear a helmet and goggles, as wind noise is very tiring and an ordinary beret can shake one’s head to such an extent that vision is affected. Last year I went to North Wales by way of Worcester and returned the same day; the recorded distance was 596 miles. When I had covered about 450 miles I found that my ordinary speed was becoming a bit of a strain, and I reduced it by 10mph. This happened to be at dusk, which is always a difficult time for riding, but as the evening wore on I completely recovered, and finished the ride at the top of my form—so much so that when I found that the recorded distance was 596 miles I put some more petrol in the tank and made it 602. Unfortunately, I have no experience of the XK120 Jaguar or the J2 Healey, but I have a 1939 2.6-litre MG which is capable of a genuine 90mph. In the car I was recently overtaken at Loudwater, on the London-Oxford road, by a ‘springer’ Norton and in his company had a very pleasant drive as far as Hoover’s factory on Western Avenue. The car was some 10mph faster on the straights but the Norton passed me every time on approaching a roundabout, shooting past at least 15mph faster, due largely to the fact that on a motor cycle one can brake, change gear, and change direction at the same time. Two hundred yards from the last roundabout I was in front, but the Norton just slipped past as usual. I think the whole thing depends upon the quality and response of the vehicle. If the controls are well balanced and are perfectly smooth in operation, the whole vehicle is entirely at one with the driver so that driving is a constant source of pleasure and one can drive without fatigue. But when mental strain is present due to anxiety over arrival time or to shortcomings in the vehicle, one gets equally, tired on either a car or motor cycle. In my particular case my motor cycle is a more outstanding example than my car. I, therefore vote for the motor cycle as being the least tiring to ride.
0B GREEVES (Manager and Technical Director, Invacar), Thundersley, Essex.”

“SOME COMMENTS ARE DESIRABLE on Mr Edisbury’s letter concerning the number 𝛑. Many definitions of 𝛑 exist but, if one is chosen, then the others become properties of this number and follow from the definition initially selected. However, none of these definitions is, in absolute sense, fundamental. It merely depends on which one finds most convenient in the development of the subject. Of course, the definition ‘Technicus’ uses enjoys chronological priority. Analogous examples are the functions sin x and cos x. These may be defined in terms of the sides of triangles, when their properties are developed from the geometry of triangles, or they may be defined as infinite series, when their properties may be developed using the Cauchy product theory. Both developments, incidentally, lead to separate, very sound, definitions of 𝛑. I was a little dubious of Mr Edisbury’s definition because complex (‘non real’) logarithms usually are not single valued. On investigating (logₑ-1)/i by the usual methods, I find that it does not unambiguously equal 𝛑, but equals (2n+1)𝛑, where n can be zero or any positive or negative integer. Finally, it seems a little unnecessary to construct a calculating machine to demonstrate that there is no sequence of repetition in the decimal part of 𝛑, when it is (relatively) simple to prove, rigorously, that 𝛑 is not only an irrational, but also a transcendental number.
(Dr) DG O’SULLIVAN,London, WI.”

“UNLIKE ‘MISS BOOTS’, I favour a jacket and slacks, which I find most comfortable to ride in, but there is no fear of their flapping in the wind or getting rain-soaked as I slip on a pair of waders. These are not so popular with my sex; why, I cannot tell, as I consider them an essential part of one’s kit. On my head I wear a plastic covering for wet days. Finally, to complete my outfit I don a white riding mac, worn in winter over a tweed coat.
‘MISS WELLCLAD’, Kettering.”

“AN ENGINE IN really good condition should sound like sweet music to a discerning car. My engine comprises quite a young orchestra. The kick starts; then, as the plug leads, you will hear (if you listen carefully) that the piston rings, the exhaust pipes, the brake drums and the handle ‘baas’; to keep them in time, the petrol taps and the valve springs; only the foot rests! It is a very individual machine!
‘MISS B31’, Sutton Coldfield.”

“THE INTERNATIONAL JUNIOR TT was contested under perfect weather conditions over dry roads. Geoff Duke (349 Norton) led throughout to win in 2hr 55min 30.6sec at 90.29mph. He did not set up a new lap record, perhaps because he suffered considerably from cramp. HR Armstrong, Ireland (349 Norton) was second in 2hr 56min 57.8sec at 89.55mph. Third man was R Coleman, New Zealand, on an AJS, in 2hr 58min 12.4sec at 88.93mph. WA Lomas (AJS) was fourth at 86.26mph, S Lawton (AJS) was fifth at 84.71 mph and G Brown (AJS) sixth at 84.50mph. There were no serious casualties. Eighty-three riders started, of whom 51 completed the course. Silver replicas were awarded to all who finished within 3hr 13min 3.6sec of the winner, while bronze replica time was 3hr 30min 36.6sec. No team qualified for. the Manufacturers’ Team Prize; the Club Team Prize was won by Dublin &DMCC (WAC McCandless, HR Armstrong and C Gray). Soon after dawn, a sizzling sun blazed down upon Mona full of almost tropical promise to the unparalleled crowds who jammed every popular perch round the circuit. More folk arrived by the early boat specials. Standing accommodation at Governor’s Bridge was packed solid two hours before the start. The 1952 Junior may well go down in history as the race without the stars. We have lost many famous men during these post-war years—Daniell, Lockett,

Frith, Bell, Foster and Lyons. Duke has more than filled one gap. Les Graham was a World’s Champion three years ago. But this Junior contains only two truly established stars. The pundits regard it as a star factory full of budding starlets—Brett, Parry, Lomas, Armstrong and three Commonwealth aces Coleman, Amm and Kavanagh. Conditions are perfect—a cloudless sky, roads like carpets, brilliant sunshine, and a faint northerly breeze to temper the heat. The 11 non-starters include Marsh, Doran, Flores of Spain, Stevens who weighed-in with a patch on his eye and was excluded by the doctors, Laing, the Australian, Featherstone, Storr, Mooney, Barrington and Wagar of Canada. It is a grievous shock to all that Doran is still unfit to ride after his practice crash. Ten minutes before the start the trench formed between the scoreboard and the grandstand was cleared for the beflagged battalion of 83 helmeted gnomes suggestive of invading paratroopers from some hostile planet. The met people foretold a fine day, and the sun was already softening the tar at a few named points. The start went like clockwork, except for EA Barrett (Norton) who had magneto trouble on the line, and for ‘Franklen’ (AJS) who paused at his pit for several minutes and finally broke a sparking plug off in the cylinder head. Barrett is an unlucky starter, for he broke a connecting rod clearing the grid last year. The dials indicated very little trouble during Lap 1. Duke at No 1 was, of course, first man through. His speed, 90.27mph from a standing start. WR Aram (Norton), South Rhodesia, was next man to pass through the start—very fast. McCandless (Norton) stopped to pick up a gallon of petrol for some mysterious reason. Times were hoisted—Amm, 39 seconds behind Duke. A long wait—nobody gets closer up on Duke; Brett is one second slower than Amm. Meanwhile LD Gilbert (AJS) retires unhurt at the Gooseneck. All the incomers are 26 and 27 minutes—nobody hustling the Duke! At last the New Zealander, Rod Coleman, arrives a mere 35 seconds astern of the flying Norton. Armstrong, Kavanagh and Lomas are also well up. The position resembles the tactics pursued by Duke in the 1951 Senior—to build up a dominating lead by lapping nearly 40 seconds better than his nearest rivals. RDK Holier (Norton) from New Zealand retires with a seized engine just as Duke completes his second lap in 24min 53sec, 91mph. The leader board shows three Commonwealth riders, Coleman, Amm and Kavanagh in the first six places—a grand showing. Apparently nothing is to be close today Brett and Coleman on

the AJSs are trapped within a clump of Nortons. Duke went very well on Lap 2. Everybody else seems rather outclassed at the moment and even if Duke were to stop, a flock or Norton vultures would still encircle Coleman and Brett on the AJSs. Meanwhile MV Lockwood (AJS) retired after a spill at Michael and suffers a few abrasions, and M Cann (AJS) gave up at the pits with faded brakes. Les Graham’s foul luck continued, and he also retired at the pits; Velocette hopes died with his disappearance—his rear chain came off at Governor’s Bridge. A Jones is tinkering with his Norton at Ramsey. Though the lack of individual competition produces rather a flat race so far, riding standards and speeds are nevertheless excellent. The situation resembles one when Bradman was at Lord’s and in his prime. On the other hand, we see the two fastest Ajays, Coleman and Brett, plus the Nortons ridden by Amm and Armstrong, share a six-second bracket on Lap 1. They are changing order a little on this second lap. But for Duke’s domination, it would be a thriller. Maybe somebody is even now going to hunt Duke. In two laps, Brett is 52 seconds astern. WC Hancock (Velocette) retires with engine trouble. VH Willoughby (Velocette) retires with a broken chain near Ramsey, and T McEwan (Norton) retires at the pits. As the late starters come through, it is seen that Brett and Armstrong have improved their placings at the expense of Coleman and Amm. Most riders picked up fuel at the end of Lap 3, and variations in their pit work clouded the real situation. The first shock is the retirement on his fourth lap of Amm, the Rhodesian champion, who comes off at Braddan Bridge when lying fifth at a speed of 89mph. RH Pike (BSA) one of our stoutest veterans, retires at the pits. The Canadian, R Godwin, falls at Governor’s Bridge, damages his Norton and he, too, retires. If this race is to convert startlets into stars, the process seems to be operating best with Commonwealth men who have solid block of three not far behind Geoff Duke. Lower down the list comes a block of four AJS 7R models, headed by Lomas and Lawton. Tenth man is another AJS, and an Australian at that—E Ring is a newcomer to fame. Parry of the Norton team is not quite so fast as expected. There is, so far, a welcome immunity from serious troubles, especially as the riders are cutting out a speed of nearly 90mph, which is high for the Junior. Suddenly a real catastrophe—if we may anticipate for a moment. The leaders are actually on Lap 4 as we watch the higher numbers complete their third lap. And news is phoned in that Jack Brett has retired at the Stonebreaker’s Hut while lying second at over 89mph. This lets Armstrong up into second place. Coleman is now the most forward A.J.S. star. He is through at 88.41 on Lap 4, but two minutes one second astern of Duke, not to mention Armstrong, who is now sandwiched between them. Duke would be well advised not to go for records today. The juniors of his team are not experienced aces and he has presumably been tipped to ride at what is, for him, rather a canny speed. Robin Sherry makes rather a prolonged pit pause—looks as if his pals are discussing ‘engine’

with him? The sunshine is as bright as ever, but the north wind has quite a nip. It should not be strong enough to trouble the riders anywhere, and may even help to keep the tar firm. The pit work is uniformly good. There are very few close duels past the pits, and the riders pass by at such high speeds that it is quite difficult to read their numbers broadside on. Note that Sandford has now entered the leading 12. Robin Sherry is 13th and McCandless must be detuned to be as low as 14th. Behind him come Mudford and Carter, both averaging over 82mph. So far, about a score of retirements have been boarded. CF Salt’s Velocette drops out at the pits with chain trouble. Lomas, riding the new factory AJS in lieu of the injured Doran, rises at last to fifth place on Lap 4, well-earned by his average speed of 85.84mph. Behind him, comes S Lawton who lies in sixth position at 85.02mph. Meanwhile, Duke is still casually hanging on to a cosy lead without in the least flogging a willing engine. There is nothing to flutter our pulses, but the average speeds are thoroughly spectacular for the crowds assembled at the several corners such as Hillberry. WAC McCandless (Norton), who seemed slowish last circuit, is now obviously afflicted by a misfire. HR Armstrong (Norton) must be kicking himself that he surrendered as much as 41 seconds to Duke in Lap 1. S Cooper (AJS) retires at Ballaugh with a seized engine. Coleman, in third place, is two whole minutes behind Duke; he can only have hopes if Duke breaks down. But there are still three laps to go, and anything may happen. ST Barnett (AJS) retires at Quarter Bridge with engine trouble. Reports round the course say that G Brown (AJS) is riding superbly. He has jumped up to eighth position on this lap at 84.23mph—he seems equally at home on a 350cc or a 998cc. The fifth lap was ‘sedate’ so far as the leaders were concerned. Each held his place. No substantial changes in speed occurred. All leaders were within nodding distance of about 90mph. Such consistency exerts a weird effect on the beholder. It creates the illusion that nothing much is happening except retirements. HR Armstrong (Norton) passed in lovely style, his engine revving as silkily as ever. For some queer reason, Duke’s engine, for all his tremendous speed, seemed quieter than the average, as if he had found the perfect revs to suit his megaphone. There is, of course, no mistaking the champion even on the straights—minimum frontal area, no raising of the head, no humping of the back, elbows well in, legs practically invisible. England, Ireland, New Zealand and Australia still filled the first four places. Norton, Norton, AJS, Norton was the machine order, and these four leading numbers seemed to circle with the unvarying dependability of the sun itself. The consummate ease with which most engines restarted after their pit stops was impressive. Are we promoting starlets today? Well, Nos 2-6 were hardly genuine stars yesterday, yet, at the end of Lap 6, the sixth man, S Lawton (AJS), was little more than eight minutes astern of Duke. And now a savage disappointment—some of the early numbers are already well advanced on their last lap while we watch late starters completing their sixth lap. Ken Kavanagh (Norton) has been compelled to retire while

lying fourth at 87mph. Cruel luck, digger! A fine race, and everybody wishes you a fast finish on Friday! The pursuers will be under no illusion as they leave on their last lap. Armstrong, as second man, cannot hope to peel one minute 23 seconds off the Duke in one lap. He has reeled off three laps at over 90, but a slow start makes his average below that coveted figure. Those signallers who nurse men with replica ambitions are very busy at this moment. Geoff Duke has just rode home non-stop amid a storm of plaudits in 2hr 55min 30.6sec at an average speed of 90.29mph. He rode like the supreme genius that he is, and only once, when slowed by a pit stop, did his lap speed drop below 90mph. But the very instant after he finished, we saw a stopwatch boffin get very busy. The boffin was working out the replica times—which are proportionate to the winner’s time—and hastening to signal to his replica clients that the maximum time for a silver replica this year would be 3hr 13min 3.6sec, and for a bronze replica, 3hr 30min 36.6sec. HR Armstrong (Norton) was eventually beaten by Duke to the tune of 1min 27.2sec. This gives Armstrong full stellar status; but we still wonder precisely why he let Duke snatch 41 seconds from him on Lap 1. Rod Coleman must be very pleased with himself, and AJS must be very pleased with Coleman. He could not quite hold the second place which he collared on Lap 1, but third is good enough, and his time for first and second will come along in due course. He only just missed a 90mph lap and a 90mph lap is quite something. Promotion brought quick success to WA Lomas (AJS). We all knew he was good, and fourth place at 86.26mph will undoubtedly qualify him for more factory mounts. S Lawton (AJS) averaged 84.71mph to finish fifth. A superb race, with nobody badly hurt. Though we all relish a close finish, and an even division of the chief spoils between several makes, we could not complain of Monday’s sport.” RESULT 1, GE Duke (Norton),2hr 55min 30.6sec, 90.29mph; 2, HR Armstrong (Norton); 3, R Coleman (AJS); 4, WA Lomas (AJS); 5, S Lawton (AJS); 6, G Brown (AJS); 7, WAC McCandless (Norton); 8, E Ring (AJS); 9, CC Sandford (Velocette); PH Carter (Norton).

“FIRST MAN HOME and winner, Geoff Duke, said he had had a trouble-free run as far as his machine was concerned. The Norton had been running happily throughout, and Geoff thought that, if necessary, he could have driven it slightly harder. He had, however, been bothered from the end of the first lap with cramp in the right leg. Reg Armstrong, who finished second, reported that everything had gone like clockwork. He had had no worries and the machine had, in his own words, ‘gone like a bird’. Third man, Rod Coleman, also said he had had no worries over the machine. The AJS had run perfectly throughout. He had experienced a little excitement on Lap 2, however, when motoring through Laurel Bank at a speed in excess of 80mph—he had got into a rear-wheel slide. Fortunately he was able to stay in command of the machine—after wearing out a certain amount of boot leather!”

“WHEN THE ENGINE of Geoff Duke’s Norton was stripped for examination, the combustion chamber and piston crown were found to be in perfect condition. There was no sign of heat whatever. The polished surfaces were an ebony colour, and the rear part of the piston crown and cylinder head was faintly oily. The primary chain was very, very slack yet, oddly enough, the rear chain was in perfect adjustment. Brakes and clutch, too, were in excellent order. The tyres were good enough for a further seven laps. The interior of the cylinder head of Armstrong’s Norton indicated that the engine temperature had been higher than Duke’s, and the engine appeared to be generally dry. Some whiteness on the valve heads suggested that the mixture may have been just slightly weak. The rear tyre was flat—it deflated after the machine had been wheeled into the examination tent. Otherwise, the entire machine was in magnificent condition. Coleman’s triple-knocker AJS was in such good order that it appeared not to have been driven hard at all. Indications seemed to point to the fact that the engine might well have been running too cool for maximum efficiency. Chains were in perfect adjustment. Not more than 2mm had been worn off the rear tyre. Brakes and clutch were in spot-on condition.”

“MONDAY AFTERNOON’S JUNIOR Clubman’s race promised as much excitement as its international forerunner of the morning. The record lap of 29min 35sec (76.55mph), made in 1951 by KRV James (Norton), of the Ringwood Club, had fallen four times in practice. The scintillating quartet who had beaten it were James himself, again Norton mounted, R McIntyre (BSA), Glasgow Mercury Club, D Ennett (Matchless), Peveril, IoM, Club, and R Jones (BSA), of the Salop Club. They would obviously be out for blood today. The sages promised a win for James, who had retired when in the lead in the 1950 and 1951 events. Of the entry of 100, there were 96 starters, 20 more than for last year’s event. Clubs from all over the country were represented. Club-mates of competitors lined the course four deep to cheer their champions. For them the Clubman’s race has a special significance. Many of them regard it as their private party. Every clubman worth his salt regards his club as the best there is and, given a clear run, Tom or Dick or Harry, or whatever his name may be, is going to prove it today. The vast crowd has a brief respite, after the international Junior Race, for a sandwich and a cup of tea, while back at the start the giant scoreboard is cleared of its story of the epic morning’s event; and the fuel containers are drained of their 80-octane fuel and replenished with the Pool petrol stipulated for the Clubman’s race. When the first maroon crashes, the flags behind the pits are more active than they have been all morning. A chill breeze had sprung up, and the sun’s brilliance had diminished. However, the outlook remained promising. The starting order is three riders away every thirty seconds; though a few machines are reluctant to be under way, the majority fire readily enough. Group by group, the cavalcade speeds towards Bray Hill. The early starters’ clock-pointers signal no surprises and neither D Ennett nor KRV James do any overtaking before Ballacraine, though James is into Kirkmichael (14 miles)

ahead of GE Parry (BSA) and HR Collier (BSA), who started half a minute ahead of him. Both H Nowell, a 53-year-old, and F Nowell, his son, aged 22, the former on a Norton and the latter on a BSA, got away to good starts. The Nowells are an enthusiastic family; father Nowell’s other two sons are in the pits. First to complete a lap is B Millman (BSA) of the West of England Club, whose time for the lap is 30min 19sec, a good average without fireworks. This early, news of retirements begins to come in. D Shepherd (BSA), of the Southall Club, and R Capner (BSA), the Whitehaven Club, go out with engine trouble, the latter between Ballacraine and Kirkmichael. Then J Winterbottom (Royal Enfield), of the Sheffield North End Club, retires in Glen Helen—rider OK. The hopes of the Farnham Royal Club were dashed when PK Cruse (BSA) was announced to be stopped at Kirkmichael and trying to effect repairs. By the end of the first lap the pattern of the race begins to form itself. E Houseley (BSA), Chesterfield Club, reels off the fastest lap in 28min 38sec—a speed of 79.09mph. Second, 12 seconds in his rear, is R McIntyre (BSA) and then comes KRV James (Norton) only three seconds slower. Fifteen seconds between the first three men spells racing of the highest calibre. Fourth, fifth and sixth men are DT Powell (BSA), Leamington Club, D Ennett (Matchless), Peveril, IoM, Club, and R Ritchie (Norton) 0WLS Club. A time bracket of 55 seconds covers the leading six men. Speeds are varying between 79 and 76mph—which is excellent going for standard 350s. There is jubilation from the permanent population of the Isle of Man that Ennett is doing so well. Retirements pile up, tumbling the hopes of clubs from every quarter. EJ Holcroft (BSA), Leamington Victory, is stopped at the Craig with petrol-feed trouble; JG Poingdestre (BSA), of Jersey, retires because of a broken oil pipe at the Stonebreaker’s Hut; DG Chapman (Douglas), South Reading, comes into the pits to retire. Indeed, retirements are so numerous that there is a constant flow of announcements over the loudspeakers. H Plews (Norton), pushes his way into seventh position with an opening lap of 29min 41sec. On Lap 2, E Houseley (BSA) retains his lead though easing off slightly and lapping wisely no faster than he need. Reports from round the course suggest that he is riding as to the

manner born. Then James spurts and pushes into second place only nine seconds behind the leader and 15 seconds ahead of McIntyre. Powell retains fourth place. Ennett fifth place and Plews eases his Norton into sixth position. The order is BSA, Norton, BSA, BSA, Matchless and Norton. Behind Plews is Ritchie, CE Staley (BSA), Market Drayton, H Brown (BSA), Berwick Club, L Broughton (BSA), Southampton Vikings, HA Voice (BSA), Bishops Waltham, who had never seen the course before practice began, and Chapman. Though the list of retirements continues to build up, the leaders speed on untroubled. On his third lap Houseley opens the taps and screams off a lap in 28min 29sec, 79.51mph, to topple the lap record, and James could do no better than 29min 18sec, 77.29mph. It might be that James hesitates to extend himself fully, remembering his ill luck in the previous two events, but it seems more probable that he is down on speed. The third and fourth men retain their positions, though Powell picks up four seconds on McIntyre. Then Staley laps in 29min dead and moves from eighth into fifth position. It seems now as though Houseley, 23-years-old and a motor mechanic, who rode in the 1950 and 1951 events, has the race in his pocket. The crowds lining the course seem to think so too, and begin to wend their ways back toward Douglas. Even the crowds behind the pits thin perceptibly. The biggest surprise of the lap comes when R Jones (BSA) of the Salop Club rips round the circuit to such tune that he hoists himself from 13th place to seventh, sits in behind Ennett, and is only 40 seconds in arrears of him on corrected time. MEJ Taft (BSA) of Ilkeston is another to dig in his spurs and he appears among the elite leading dozen—in ninth place. Ritchie is 10th, Broughton 11th and Voice 12th. In 13th position lies C Ellerby (BSA), of the Scunthorpe Club, and chasing him are ED Blackwell (BSA), Leamington Victory, and ST Seston (BSA) of the Kings Norton Club. Houseley makes no mistake on his final lap. He circles in 28min 44sec, 78.80mph, which is a shade slower than his third lap. The loudspeakers announce that he cannot now be beaten on corrected time. James rides stylishly and well, and the pundits prophesy that he will qualify for a factory ride in due course. James, however, misses second place. McIntyre puts everything he knows into his final lap. He circles in 28min 16.4sec, at a speed of 80.09mph, and a new record lap for the race is established. It is well worth the effort because he beat James handsomely. One by one the field comes in. Machines sound as healthy as when they started. The scoreboard is sadly marked with vertical white lines signifying retirements; there have been no serious spills at all. But Freddie Frith, travelling marshal, reports this late three more retirements. Staley beats Powell for fourth place and Plews finishes sixth. RESULTS: 1, E Houseley (BSA), Chesterfield, 1hr 54min 25.2sec, 78.92mph; 2, Bob McIntyre (BSA), Glasgow Mercury; 3, Ken James (Norton), Ringwood; 4, CE Staley (BSA), Market Drayton; 5, Derek Powell (BSA), Lymington; 6, Harry Plews (Norton), Wakefield; 7, Harry Brown (BSA), Berwick; 8, R Jones (BSA), Salop; 9, Bob Ritchie (Norton), 0WLS; 10, Eric Jones (BSA), Manchester; 11, JR Clark (Norton); 12, L Broughton (BSA), Southampton Vikings.”

“THE WELL-KNOWN British rider CC Sandford to-day won the Ultra-Lightweight TT at record speed on an Italian Agusta which was originally entered as Les Graham’s mount. Sandford beat off the Mondial challenge and with a lap record on his second circuit he had a comfortable win. Right from the start Sandford put the Agusta in front of the Mondials, and the excitement in the Agusta camp was intense when it was seen that on the first lap he was approaching Cromie McCandless’s winning speed last year and had a lead of 40 seconds over the nearest Mondial, world champion Carlo Ubbiali. Sandford broke the record on his second lap by 17 seconds. at 76.51mph and then had the comfortable lead of over a minute. In the 125cc race the international flavour was supplied by Britain, Italy and Ireland. Men were dispatched at 10-second intervals as usual—there were 17 starters, and within a few minutes there were only 16, as G Newman, on a Dot, packed up at the pits. Sandford, riding Les Graham’s Agusta, was going ‘great guns’. He passed seven men before Ballacraine, and he passed even more before he reached Michael. Favourite was the Italian,

Ubbiali, riding a Mondial, and he was certainly not letting grass grow under his wheels. Last competitor to start, he was the fourth man signalled at Ramsey. A keen race was on between AL Parry (Mondial) and Sandford. They were signalled at Governor’s Bridge simultaneously and passed the Start with Parry leading on the road, but Sandford started 1min 10sec after him. At that time Ubbiali was signalled at the Creg. His was certainly a terrific performance, but it was not terrific enough. He came past the Start to complete the lap in 31 minutes, but Sandford was 30min 11sec, and so led the race. Cromie McCandless (Mondial) was fourth man, with a lap of 31min 38sec. First news on the second lap was that Parry had stopped at Quarter Bridge, had made adjustments and proceeded. As Sandford had followed him down Bray Bid he would probably see that one of his nearest rivals had a mechanical problem to solve and while we waited for the stars to do their stuff on their tiny motor cycles there was time to note that W Hall, on a Royal Enfield, had retired on his first lap at Ramsey with engine trouble, and that M Sunderland, on an Anelay, had stuck at Governor’s Bridge to make adjustments. MN Mavrogorato (EMC-Puch also appeared to have engine trouble below the Creg, had stopped, but had eventually proceeded. All the other men were well away on their second lap. The head wind on the Mountain must have troubled them a great deal, and consequently the journey from Ramsey was relatively slow, but Sandford ‘stepped on it’ all round the course and created a fresh record by lapping In 29min 48sec, an average speed of 76.51mph, thus knocking 17 seconds off the record set up by Cromie McCandless last year. McCandless, by the way, had now crept into third place with Ubbiali still hanging on to second place. The Italian’s lap time was 30min 26sec which bettered his time

on his first circuit. Parry went through the Start going well. Sandford streaked away on this the last lap for the ‘Tiddlers’ and won the race—so it was an Anglo-Italian victory. He fled round the course crouched low over the handlebars, an easy winner and a popular one. Sandford had finished the course when it was announced that Milton Sunderland had parked up at the Highlander on his second lap. This was the first year in 18 entries that Sunderland had failed to finish the distance. There was drama too in this last lap. Cromie McCandless. who had crept into third place by reason of Parry’s stop at quarter Bridge, was signalled pushing in from Governor’s Bridge, so Parry came into his own again. The first three men to finish were Sandford, Ubbiali and Parry. So fast did the leaders go in the Ultra Lightweight TT race that very few riders received replicas as the times for which are harnessed to the winner’s time. Only the first five received first-class replicas, and there was a lone second-class replica, FH Burman, who finished sixth. Of 17 starters, 12, or nearly 71%, finished. Replica times were 1hr 38min 54.2sec for first class and 1hr 47min 53.6sec for second class.” RESULTS: 1, Cecil Sandford (MV Agusta), 75.54mph; 2, Carlo Ubbiali (Mondial); 3, Len Parry (Mondial); 4, Cromie McCandless (Mondial); 5, Angelo Copeta (MV Agusta); 6, Frank Burman (EMC-Puch); 7, Harvey Williams (BSA); 8, Howard Grindley (DMW-Royal Enfield ); 9, Noel Mavrogordato (EMC-Puch); 10, Eric Hardy (Dot).”

HERE’S THE SENIOR TT REPORT, courtesy of the Isle of Man Times: “A 100mph lap? If that can be done, Geoff Duke is the man to do it, and the Norton, is the machine, but is today, Friday 13th, the day? We do not think it can be done this year, but by the time you read this we will know. A look at the course lends strength to our opinion. Seven times round the 37¾ miles circuit, which requires the rider to made 300 gear changes and take 200 corners each time, is enough to make anyone say ‘It can’t be done’. Eleven non-starters left 72 of the world’s most experienced riders in the race, led by Geoff Duke, No 1 on the road. Only three manufacturer’s teams, two Norton and one AJS, entered the fray. No 1 Norton team consisted of Geoff Duke, Reg Armstrong and Ken Kavanagh, and the second team was Ray Amm, ALParry and WAC McCandless. The AJS team comprised Jack Brett, Bill Lomas and Rod Coleman, the New Zealand ace. Ten club teams included the new Zealand ACU (Ken Mudford, Dean Hollier and Rod Cokeman), and the ACC of Australia (WA McAlpine, KT Kavanagh, and Ern Ring). At 10:30am the maroon fired and the starter’s flag unleashed Geoff Duke on the last stage of his bid to win the ‘double-double’ and his third successive Senior TT. For long he has been the fastest man on two wheels. Soon we would see whether this year he would become a faster fastest man. The weather report from Ronaldsway declared that it would be cloudy with light, variable wind. Drizzle was expected later in the afternoon. Mist patches were forming and dispersing quickly on the hills but whether they would envelope stretches of the mountain road was not certain. Reports from the travelling marshals indicated that the number of spectators was the greatest ever and a modest estimate was that 100,000 were watching. A telegram from Auckland, New Zealand, 12,000 miles away, wished all riders good luck generally and the New Zealand riders in particular. It was signed John Doe, a member of the 1950 team. Surprise was that Brett and Lomas, members of the AJS team, set off on last year’s machines, but Rod Coleman, the third member of the team, was astride the latest model. Les Graham’s beautiful red and silver Agusta, with its distinctive whine, got away quickly. According to the indicator clocks Graham made up time on Duke for the first stretch to Ballacraine, and Brett had passed five men before reaching Kirk Michael, and was second to Duke on the road. Graham’s clock showed him to be at Kirk Michael a split second before Armstrong, who set off 20 seconds ahead of him. Dennis Parkinson, the commentator at Ramsey, described Duke as going very quickly but his engine seemed to be misfiring, then came a long gap before he sighted the second rider, No 2, Phil Heath, who passed through 2min 15sec after Duke after starting 10 seconds after him, but what happened to Jack Brett? Several riders including McEwan, the

only local entrant, sped through Ramsey and still there was no sign of Brett. A thrilling spectacle, said Parkinson, was that of Graham and Armstrong rocketing through Ramsey together. They hung close together on the mountain climb but Graham seemed to forge head at the Mountain Box. Duke came through the Start in a posture that promised sensations to come. From a standing start he lapped in 24min 11sec, a speed of 93.64mph. Excitement mounted when Graham’s light was the next to flash on, indicating that he was passing Governor’s Bridge. He flashed through the Start second on the road, having overtaken 13 riders who started ahead of him. He completed the lap in 24min 27sec—16 seconds slower than Duke, with a speed of 92.64mph. Ray Amm threw his machine round the corners in spectacular fashion to pass 15 riders on the first lap. Brett came off at Closewood corner, near Sulby, having covered only 19 of the 264 miles of the race. He retired with two minor cuts on a hand, otherwise he was all right, but bang went the hopes of the AJS team, leaving only two Norton combinations to vie for the manufacturer’s team award. AL Parry, a member of the second Norton team, called in at Ballaugh and asked to see a doctor. He had not crashed but was feeling unwell and retired. That left only one manufacturer’s team, the No1 Norton team. Speaking from Ballaugh, Parry reported that he had a few ‘dimouts’ and did not feel too good. AA Fenn (Norton) stopped on the mountain to make adjustments. He proceeded but retired later at the Creg. Mechanical trouble in the form of a seized engine overtook HW Billington (Norton) at Gorselea. It put him out of the race, but he was all right. The end of the first lap found Nortons occupying five of the first six places, with Graham on his eye-catching MV Agusta in second place. Retirements at the pits included JA Pollott (Norton) with a broken chain, and EVC Hardy (AJS) with a broken primary chain. Having come all the way from Southern Rhodesia, NW Stewart (Norton) came off and retired at the Bungalow with minor injuries. The doctor was in attendance. He reported that Stewart had concussion and suspected damage to the pelvis. L Williams (348 Velocette) retired at Birkin’s Corner, on his first lap, with a broken valve spring. Only five seconds outside his last year’s record, Duke swept through the Start, crouching low over his machine. His time of 23min 52sec for the second lap increased his first lap lead of 16 seconds over Graham to 37 seconds. Graham streaked round the second circuit in 24min 13sec (93.52mph), closely followed by WR Amm with a lap of 24min 23sec (92.89mph). Amm was only 24 seconds behind Graham on a growing time. Robin Sherry (Norton) retired at Michael with clutch trouble. He is all right. MB Prudence (Norton) came off at the Gooseneck, made adjustments to his machine, and proceeded. Lomas stopped at the pits at the end of the second lap, changed plugs, and proceeded. By brilliant riding, RW Coleman, the New Zealand ace, the AJS hope, managed to ride his machine into sixth place, the only AJS on the leader board. He completed the lap at 89.11mph. Duke pulled in at the end of his third lap, and amazed the crowd by his quick replenishment. Steve Darbishire, the refueller, had him away in little over 20 seconds. Soon after Les Graham also pulled in at the pits with a screech of brakes. Unfortunately he misjudged the distance and had to man-handle his machine to the pits to the urgent shouts of ‘Come on, Les!’ He made a quick replenishment and got away as Armstrong also pulled in, but he had taken longer than Duke. Graham could ill afford the 46 seconds he took to refuel. Although he slowed up slightly, Duke was still drawing away from Graham. With a lap of 23min 59sec (94.4mph), he increased his lead to 48sec. Graham, whose machine was referred to as an angry wasp, seemed to be losing time on the mountain climb, for while the commentator at Ramsey said Duke was only 24sec ahead of him, at the end of the lap he was twice that amount. Graham completed the lap in 24min 10sec (93.7mph). Rod Coleman, who had a black Kiwi painted on his orange helmet, lost time on the third lap. Earlier he had passed McCandless, but the positions were reversed. McCandless had refuelled and commenced his fourth lap before Coleman pulled in. RDK Hollier (New Zealand) was among those who retired on this lap with engine trouble at Ballaugh. Duke passed through Ramsey well ahead of any other rider, and at this stage it is interesting to compare the times. Dennis Parkinson, commentator at Ramsey, revealed that Duke passed through that point 3min 10sec ahead of anyone else. Next through was Graham, whose actual time lag behind Duke was 35sec, although he had lost more time refuelling. Only 50 yards behind him came another Norton challenge in the form of Armstrong, whom Graham had earlier overtaken. A sensation came when Duke packed up at the pits at the end of this lap. He dismounted while Steve Darbishire, his mechanic, worked feverishly on the clutch. People groaned with disappointment, then came a cheer from his many supporters as he attempted to start again, but it soon changed to groans as he could not get going. He smiled wryly, removed his helmet, kissed his wife and walked resignedly away with people patting him on

the back for his grand effort. ‘Hard luck Geoff,’ called out Rev RH Reid, the commentator at the Grandstand and Geoff’s father-in-law. Bang had gone his hopes of a double-double and third successive Senior win, which would have been an all-time record. What a coincidence! Not only Duke had misfortune on this lap. Trouble had also stolen a ride on Graham’s pillion. He overshot Sulby Bridge and lost his previous seconds regaining his line. Meanwhile Graham had passed through Cronk-ny-Mona and soon he roared triumphantly through the Start, his machine sounding as noisy and as healthy as ever. Would the 500cc champion of three years ago take this Blue Riband of racing for the first time now that his great rival and the favourite was no longer in the running? Duke had completed his fourth lap in 24min 45sec (91.5mph), and his four laps in 1hr 36min 47sec, an average speed of 93.57mph. Despite his trouble, Graham was still in second place at the end of the lap, but Armstrong had ousted Amm from third place on the leader board. Graham completed the lap in 25min 26sec (89.05mph). Duke had given the ‘thumbs down’ signal at the end of the first lap, but later told the “Times” that that was because of his engine misfiring. He thought he had a bit of dirt in the jet. Although their hero was out, the duel between Graham and Armstrong electrified the crowd and whipped-up their enthusiasm as the two fearless speedsters swapped places over 100 miles an hour. Armstrong passed Graham at Ballaugh but Graham took the lead at Sulby. On the mountain Armstrong was 40 yards ahead of Graham (who started 20 seconds after him), but by the time they swooped past the Bungalow only five yards of daylight separated them. What a roar must have assailed Armstrong’s ears from that powerful Agusta—that alone would have made anyone go faster. When the lights showed that Armstrong (No 15) had shot through Governor’s just ahead of Graham, the crowd at the start rose to see the spectacle and it was Armstrong who passed through a few seconds ahead of Graham. Armstrong clipped 12 seconds off Graham’s lead during the lap, so that only 12 seconds separated them at the end of the lap, with Graham in front. Graham’s lap time was 24min 6sec (93.96mph), 12 seconds slower than Armstrong’s 23min 54sec (94.74mph). Amm was also going great guns. E Ring (Australia) came off his Matchless at Governor’s. He injured his thumb and retired. Tommy McEwan, the local rider, retired at the end of the fourth lap with engine trouble. Reports from round the course indicated that Armstrong who was ahead on the road, was gradually overtaking Graham on growing time and from the Bungalow came the report that 20 seconds separated them on the road, which meant they were dead level on growing time. Armstrong speeded up on the last part of the lap, and for the first time led Graham for time. He completed his sixth lap four seconds ahead of Graham on growing time. His lap of 23min 56sec was only four seconds slower than Duke’s second lap. The fastest so far. His speed was 94.61mph. Graham was 16 seconds slower. Armstrong streaked away on this lap. The pace was terrific, and he was making it even hotter. Looking comfortable astride his Norton, he started this lap four seconds ahead of Graham on time, and reports from round the course showed plainly that he was increasing his lead. Barregarrow reported 30 seconds between them on the road. A check was kept at Sulby and he was 33 seconds ahead of Graham, and at Ramsey 36 seconds ahead. At the Gooseneck the gap widened to 40 seconds. At the Guthrie Memorial the Agusta made up one second. There was terrific excitement on the stand. The leader board showed a truly international picture. An Irishman on an English machine led an Englishman on an Italian machine, and other riders on the board came from Rhodesia (Amm in third place), Australia and New Zealand. Graham had great difficulty in changing gear because oil swilled the back of his machine and his boots for the greater part of the race, otherwise he had an uneventful ride. Armstrong finished the race in 2hr 50min 28.4sec, an average speed of 92.97mph. Great excitement greeted Armstrong at the finishing post—as he crossed the line to win his primary chain snapped and fell off. He won by 26.4 seconds from Les Graham, who finished in 2hr 50min 55sec, an average speed of 92.72mph, so the seconds wasted by Graham when he manhandled his machine to the pits for replenishment at the end of the third lap were precious ones indeed. In a thrill- packed last two laps the Norton-Agusta duel had held the huge crowd of spectators spellbound. Les Graham, for the second time in his career, had looked to be the winner after Duke retired, but Reg Armstrong took his Norton into the lead at the end of the sixth lap and then showed the Agusta a clean pair of heels in a great finish to as good a race as one could wish to see. Last lap time for Armstrong was 23min 58.4sec (94.45mph); Graham completed the lap in 24min 21sec (93.01mph). The lap record was not broken, and although Duke had to retire, he had the distinction of returning the fastest lap of the race on his second circuit in 23min 52sec. Having ridden a magnificent race, WR Amm, of Southern Rhodesia, a member of the second Norton team, finished third. A last-minute hard luck story had as its hero KT Kavanagh, Australian member of the No1 Norton team, who occupied fourth place at the end of the sixth lap. He was reported to be pushing in from Brandywell Road, a mile on the Douglas side of the Bungalow (seven miles from the finish). In the last lap, 23-years-old American born Roy Godwin, Canada’s official representative, crashed at Sulby Bridge on his Norton and was taken to Ramsey Cottage Hospital. He has raced in Canada for the past two years and has won an impressive number of races. He is an engineer in a large Montreal factory. He was later reported to have injured a hip, but not seriously.” RESULTS 1, Reg Armstrong (Norton), 92.97mph; 2, Les Graham (MV Agusta); 3, Ray Amm (Norton); 4, Rod Coleman (AJS); 5, Bill Lomas (AJS); 6, Cromie McCandless (Norton); 7, George Brown (Norton); 8, Ken Mudford (Norton); 9, Albert E Moule (Norton); 10, Phil Carter (Norton); 11, Vic Willoughby (Norton); 12, Syd Lawton (AJS).

“FORTY MEN AND one little boy received awards from the hands of His Excellency the Lieutenant Governor, Sir Geoffrey Bromet, at the Senior TT Race prize distribution in the Villa Marina on Friday evening, witnessed by some 8,000 people. For the little boy,5-years-old Anthony Brown, son of TT rider George Brown. of Stevenage, Herts, it was one of the most momentous moments of his life. When his father made his way through the crowd to receive his replica Anthony ran after him, but hesitated as his father mounted the platform. But the Governor beckoned him to come up and handed him the prize. Reg Armstrong, who won the Visitors’ Cup awarded for the best performance by a rider not resident in the British Isles, as well as the premier prize, the Tourist Trophy, thanked the huge crowd for the tumultuous welcome they gave him. In his soft Irish brogue, Reg went on to pay tribute to Les Graham, the runner-up. ‘I would like to congratulate Les Graham,” he declared, ‘and to say how much I enjoyed my run with him. I’m sorry we could not keep together much longer. I don’t think it would have done me any good. Only for Geoff’s hard luck I don’t think I would be here to-night.’ He thanked Norton Motors for giving him such a good machine, and Mr Stanley Woods, famous ex-TT rider, who first brought him to the Island and taught him all he knew about the course, as well as how to ride a motor-cycle. Les Graham said: ‘I would like to say how much I think Armstrong was a worthy winner. He just rode beautifully. There was nothing I could do about that.’ He thanked his mechanics, and said that although many had declared the Agusta would not last the race, it had done so, which was a pointer of things to come. Spontaneous and sincere applause greeted Ray Amm, third in the race, when he said he would like to thank God for looking after him during the race. He thanked Norton Motors, his mechanics, and his wife, for their help. Rod Coleman, fourth on an AJS said that if Hill Doran had been riding an AJS might have been higher. The Jimmy Simpson Trophy for the fastest lap of the meeting went to Geoff Duke, who said he was very glad that Reg had pulled it off, and that ‘that beast of an MV kept going as well.’ Watching the race from the fourth lap onward he just about bit his fingernails down to the ends, he revealed. The Ray B Westover Trophy for the best performance by a newcomer was awarded to Bruno Ruffo of Italy, who broke the record and came sixth in the Lightweight race. Birmingham &DMCC (riders, AE Moule, ER Evans, and J Harding) won the Club Team Prize. Gilbert Smith, of Norton Motors, thanked the riders and mechanics of Nortons, and the Manx people. ‘You know, during this TT Week they put up with a hell of a lot of nonsense,’ he declared. He thanked the Governor, saying that no other had given the TT more support or showed such genuine interest in motor cycling. Mr Smith revealed that it was Duke who had suggested Armstrong’s inclusion in the Norton team. Sir Algernon Guinness, one of the stewards, proposed a vote of thanks to the Governor and Lady Burnet. Mr GJ Bruinsma, representative of the FIM, paid tribute to the beauty of the Isle of Man, and to the marvellous course. He had made many friends on his visit which had strengthened his opinion that if motor cyclists might govern this strange world it would be much easier in every way. They worked only for sport and knew no barriers, frontiers, religion or colour.”

“THERE WERE FIVE Manx competitors in the Clubman’s Senior, and three of them finished. Biggest hopes were pinned on D Ennett (Matchless), from Castletown, but his luck was dead out. His first lap was completed in the very creditable time of 29min 3sec, but on his second circuit he was held up at Hillberry with engine trouble, and eventually toured in to the Start where he retired. Best performance was put up by WA Harding (Norton), of St Ninian’s Road, Douglas whose growing lap times were as follows: 29min 21sec; 59min 30sec; 1hr 28min 57sec; and 1hr 58min 31sec. Next came RAD Mawson (Norton), of ‘Farnleigh’ 6, Brunswick Road, Douglas (who had a spill in practice, followed by a short stay in Noble’s Hospital). His time was 2hr 14min 55sec. JP Linskey, of 37 Malew Street, Castletown, did his first lap in 29min 3sec and then retired on his second lap with a split petrol tank. The fifth Manx boy, KA Taubman (Triumph), of 55, Willaston Crescent, Douglas, completed the race in 2hr 16min 16sec.”—Isle of Man Times

AS A CHANGE OF PACE from the TT reports, here’s a thoughtful review of the event from the Manx point of view, from the pages of the Isle of Man Times: “It is very fine to have come through a particularly successful and exciting series of Tourist Trophy races; fine, too, to have seen the success almost completely unshadowed by fatal accident. Fatalities have occurred rather frequently during the past few years: they have caused great sadness—as the one fatality this year causes sadness—and caused some not unnatural questioning. Life will always have its hazards, and while human nature remains as it is, young men—healthy adventurous young men of the kind which the world needs—will seek the bubble reputation in the cannon’s mouth*. The races were a magnificent example of sport. The struggle for victory—several winners led by a few seconds—and the changes of position, captured the imagination as much as in any year in TT history. The weather was gloriously fine; large numbers of visitors came, and there never was such an inflow of motor cycles and motor cars. Many of the visitors spent plentifully. The TT has become an indispensable curtain-raiser to the Manx holiday season. It must have given the Island more publicity than ever; every means of ‘telling the world’ was used, including for the first time television. The modern motor cycle continued, to prove its reliability—a reliability which the Manx TT races have largely created—and a very high proportion of the competitors finished. Italy continues to produce the fastest racing motor cycles in the Lightweight and Ultra-Lightweight classes. But in the Senior and Junior classes, where the highest speeds are made, and where victory counts enormously, in fame for the rider and sales for the machine, Britain held her own and the foreign challenge was beaten. In a great event like this, everything depends on good organisation and solid, good-tempered hard work. Whether or not the work is paid for, it has to be good; this time it was good beyond praise. Many people do give their time and their strength for the sake of sport or for the sake of their native land and its prosperity. The marshals and the police were splendid; and the police had to regulate traffic not only in the vicinity of the TT Course, but all over the Island. The streets of Douglas, the roads of the Isle of Man generally, became intensely busy for a few days, and motor cyclists who arrive in order to follow the fortunes of their favourites are usually lively young men. Some of the policemen on point duty were the last word in efficiency. The officials and workmen of the Steam Packet Company and the Harbour Board handled the record number of motor vehicles coming into the Island and afterwards going out—and going out in greater concentration than when coming in—with admirable efficiency. We cannot pretend that all the motor cyclists who came observed all the traffic regulations. We cannot pretend that all of them remembered that there were other people in the world. (Yet it is the duty of everyone in charge of a fast vehicle to take care, every moment, of his own and other people’s lives.) Some road regulations in the Isle of Man are different from those in England, and a motorist may break the law, and may offend against the public safety, without being consciously reckless. The ‘Halt’ sign is painted on the surface of the road instead of on a post erected above the road, and it positively means ‘Stop’; it isn’t obeyed if you slow down. The Highway Board did state this on the back of the provisional licence which they issued to visiting motorists, who also received a printed ‘handout’. But people don’t find time to read anything lengthy; they need to have things said for them in a few words and plain, We suggest to the authorities that fewer and more pointed words should be used next year. We are certain that the ‘Halt’ notices are preventing a great number of accidents. The suggestion has been made that when people ride or drive along the TT Course during the TT period they ought always to travel in the same direction as that which is taken by the riders in the races. For the first few moments that idea may be thought useful in preventing accidents. Local motor cyclists and all the race ‘hangers on’ and ‘fans’, are infected with the rage for speed. But if they were all travelling in the same way, if they believed that nothing was likely to meet them, they would probably become speedier still; they would feel that the Course had been absolutely given to them all to race on. It is only given at certain hours of certain days, and to certain accepted people. Besides, the roads are the property of the public except on the actual occasions when they are officially closed; if your business or your normal occasions cause you to travel against what appears on that day to be the stream, you are not to be discouraged from exercising your rights.”
*From the ‘seven stages of man’ speech in Shakespeare’s As You Like It that starts “All the world’s a stage, And all the men and women merely players…” The relevant lines are: “Then a soldier, Full of strange oaths, and bearded like the pard, Jealous in honour, sudden and quick in quarrel, Seeking the bubble reputation Even in the cannon’s mouth.” So it refers to seeking fame or honour (reputation) in extremely dangerous situations, like facing a cannon, for something as fragile and fleeting (a bubble) as glory, highlighting the foolishness and temporary nature of such pursuits. Ok, I confess: despite my Grade E A-Level English I Googled it—Ed.

“AN INTERESTED SPECTATOR of the TT races last week, none the less interested although last year the Clubman’s Junior race brought tragedy to him, was Mr HS Parris, of 21, Therapia Lane, West Croydon, whose son died from injuries sustained whilst competing in the Clubman’s Junior in 1951. Mr Parris has always been an enthusiast of the Douglas machine. He rode one in the 1914-18 war and in 1926 he met the lady who was to become his wife and at that time owned a Douglas. They christened their first son Douglas. The son was extremely keen on motor-cycling, and astride a Douglas machine entered the race last year with tragic results. The younger son of Mr and Mrs Parris now owns a Douglas motor cycle. Mr Parris writes that he hopes to visit our town of Douglas for many more years to come. His son, who died in Noble’s Hospital last year, is buried in the Borough Cemetery, just behind the TT Grandstands.”—Isle of Man Times