1953

“IT WAS ONLY a week before the publication of our Jubilee number that George VI, Britain’s motor cycling king, passed on after a reign devoted to the service of his people. Time was—and I have personal memories of it—when he was a keen rider, and one, it may be added, of spirit. His Majesty enjoyed himself on his machines, and probably got as much kick out of them as any young man naturally does. He became a patron, too, of the sport. And now we have entered upon the second Elizabethan age, which should be, like the first, one of adventure. That many are entering it in that spirit is already evident, and the example set by HRH the Duke of Edinburgh is something to be noted. I am not thinking of the fact that he is learning to fly so much as of the interest that he shows in motoring in all its forms, including the one nearest to our hearts. He is Patron of the A-CU, President of the AA, and President-in-Chief of the British Racing Drivers’ Club, and it looks as though, in him, the motor-using community has found a much-needed champion. It was a happy augury for the future that he consented to open the first Motor Cycle Show to be held in the new reign.”

THE AGE REPORTED: “The oldest inhabitant of Market Lavington (Wiltshire), Mr George Dobsony, aged 95, has decided that he will never ride his motor cycle again. He made this resolve after the Devises magistrates had convicted him for having driven his motor cycle without due care and attention. The magistrates put Dobson on probation for three years on condition that he did not ride his motor cycle during that period. This arose from a minor collision when the senior citizen of Market Lavington, according to the prosecution, pulled across the path of an on coming car without giving a hand signal. The motorist, Herbert Dummer, of Corsham, said, ‘The old gentleman had two bottles of liquor in his pocket. His hand was slightly hurt, but he seemed to be more concerned with recovering one bottle which fell on the road and did not break than about the collision.” After his conviction Dobson said, ‘I have been motor cycling since 1913 without an accident. I ought to know how to drive by now. I had my arm out for the whole length of this piece of road. There has been too much fuss.’ Despite his advanced age, Dobson has been on his motor cycle almost every day. Sometimes he went shopping on it, or to see his wife in hospital and on other days he sped along to the Wheatsheaf Inn after a day in the garden, to get himself a couple of bottles of beer for supper.”

“SCOOTERS SHOULD BE more in the picture when the industry holds its next exhibition next autumn. Here Britain is very much behind the Continent. For that no justification is apparent. I look forward to the outcome, and it should not be long before the first signs of it appear. We must have supremacy all round, remember, if it is to be worth very much. At the moment we make the world’s best motor cycles in certain classes. But I want to see us taking the unquestioned lead in all, including that of the scooter.”

“OUR FRENCH CONTEMPORARY Motocycles CONTAINS an interesting account of two recent inventions of M Arestié, a specialist in electrical equipment, which should prove popular among ‘all-weather’ motor cyclists. The first, a hand-heater which can he used on any motorcycle equipped with a flywheel generator, consists of a pair of fabric covers which lace over the handlebar grips. The internal heating elements of the covers are fed directly by the flywheel generator, the current consumption being so small that it in no way diminishes the efficiency of the lighting. The other invention, a foot-warmer, is designed specifically for scooters and consists of two shallow aluminium boxes which can be fixed to the foot boards, the heat being derived from the engine exhaust gases circulated through the boxes. The inventor has equipped his own Vespa with these two devices and they have been tested by ‘Motocycles’, which reports favourably on their efficiency and the absence of any ill-effects on the machine’s performance.”

“WITH THE INTRODUCTION, by a number of concerns, of safety helmets designed expressly for ‘civilian’ use, there has been an increasing demand from readers for first-hand information on the subject of safety headgear. As a consequence, examples of the products of several makers have been worn recently by members of Motor Cycling’s staff: the ‘Corker’, produced by J Compton, Sons and Webb, who have for many years specialised in the.,production of protective headgear; the ‘Cromwell’, which emanates from Helmets, of St Albans, already well known in motor cycling circles for their racing ‘bowlers’ ; the ‘Aviakit Mark 2’, from the house of D Lewis; and the Feridax ‘St Christopher’…The ‘Corker’ features a shell of resin-bonded gossamer layers, covered with cork to give a certain amount of resilience. A cork peak is fitted, this being flexible—an important point—so that it will fold over the nose and eyes to give protection to the face in the event of a fall without the wearer incurring the danger of neck injuries, which is always present with a rigid peak. On the latest models, the head cradle takes the form of a fore-and-aft web strap with a width of 4in, and a separate cross-strap, of heavier material, 2⅛in wide. This, it has been found, gives greater comfort than the narrow straps which featured on the earlier helmets. In the forepart of the shell is a substantial sponge-rubber pad which continues to the helmet crown Ventilation is provided by air holes, rubber-grommeted, which are situated two on each side. An adjustable leather headband, reinforced by canvas, is stitched to the shell. with an interposed foam-rubber shock absorber continuing around the base of the helmet. Side flaps only are fitted, these being of leather, canvas-lined. A leather strap, with a quick-action buckle, has a chamois panel to prevent slip, and the side-flaps are provided with ear holes. Various colour finishes are available, and the helmet retails at 65s [=£120 in 2026] including PT. In use the ‘Corker’ has proved eminently satisfactory. It weighs 16oz and even on runs of over 100 miles, no ill effects were noted…Very

welcome indeed was the warmth of the helmet in cold winds or rain and under wet conditions the peak proved invaluable, fully protecting the rider’s goggles, allowing only a few spots to appear on the lenses during a really heavy shower. Because it was not easy to raise the goggles over the fixed peak, the testers soon acquired the knack of slipping them down to hang around the neck. Similar in construction, the ‘Aviakit’—marketed by D Lewis—was tried out in its latest Mark 2 form, which has a full leather neck curtain, adjustable for closeness of fit. Unlike the ‘Corker’, the ‘Aviakit’ has internal ventilation, this being achieved by arranging four air ducts in the sponge-rubber shock pad. ‘Very comfortable’ was the report of the staffman who used this helmet. Also tested with the helmet was a visor which Lewis produce specially to match. A clear celluloid screen, with a buckled leather head-strap, it fits neatly over the flexible peak and is retained in place by a moulded rubber grommet. At the rear, it is fastened by the goggle strap, which is an integral part of the helmet. Of identical design, with the exception of the use of side flaps instead of a full neck curtain, the ‘Aviakit Mark 1’ weighs 17oz and retails at 55s 6d [£95], while the Mark 2, weighing approximately the same, costs 59s 11d [£110], inc PT. At 42s [£75] inc PT the ‘Cromwell’ is the cheapest helmet on the market. Although, externally, it resembles a racing helmet, it is actually of somewhat different construction. The shell is of wood pulp, bonded by a special synthetic resin. To this extremely strong outer casing is riveted the adjustable head cradle, consisting of three looped webbing straps 1n. wide. The combined chin-strap and necklet is in lined gaberdine and the chinstrap fixing is by means of two press studs. The strap is adjustable and, once it has been set, the buckle need not be touched. The ‘Cromwell’—which, the makers claim, will pass the impact test of the BSS 1869 for crash helmets—weights 17oz. and is both warm and comfortable in wear. The ear holes are provided with muffs to prevent wind rush and to exclude water, while a slightly more expensive edition—priced at 46s 6d [£85] inc PT—is provided with a leather necklet in place of the gaberdine type fitted to the model which was tested. Only one fault was apparent in the ‘Cromwell’, and that only a minor one. The cut-away at the front, which is provided to allow goggles to be comfortably accommodated, proved to be a trifle too shallow to take the popular Mark VIII goggles. These had, perforce, to be rested on the helmet itself, at an angle, which proved to be detrimental to windproofing. Apart from that, the ‘Cromwell’ acquitted itself admirably. When the extremely low price is taken into consideration, it seems destined to achieve popularity amongst riders with whom first cost is of prime importance. There is one further ‘Cromwell’ model which, retailing at 70s [£125] inc PT has a

leather, instead of a painted, finish and which is supplied with either a soft peak or a rubber buffer. Slightly heavier—the weight is, approximately, 20oz—this helmet has constructional features similar to those in the cheaper ‘Cromwell’ models. Lastly, there is the newly introduced stylish ‘St Christopher’, marketed by Feridax. The ‘St Christopher’ helmet dispenses entirely with both side and neck curtains and relies upon a pair of ‘Y’ straps. These, it was felt, were somewhat inadequate, and an improvement in this department would be indicated, especially as the absence of side-flaps naturally detracts from the degree of weather protection offered. That consideration apart, the Feridax product is good-looking, well designed and well made. Fibre-glass layer-moulding is employed for the shell, which has an integral peak. Although seemingly stiff, this will, in fact, bend considerably under load. A foam-rubber strip is interposed between the rim of the shell and the leather head-band, to which are sewn—by nylon thread—eight webbing cross-straps, these having a centre drawstring. Holes are drilled around the rim to take the nylon headband lace, which is subsequently covered with tape before the helmet is sprayed with felt flock. The rim and peak have a rubber moulding around the edges and the ‘Y’ straps, buckle-adjusted, press-stud into place. Available in a variety of colours, several of which match motorcycle finishes, the ‘St Christopher’ weighs only 12oz and retails at 44s 10d [£80] inc PT. Appearance has formerly been one of the stumbling blocks in the way of a general adoption of helmets. In the course of these tests, however, comment on the headgear was generally favourable, both by riders and laymen. With such a variety of helmets to choose from, the rider who wishes to invest in this form of ‘extra insurance’ against injury need no longer be deterred by the absence of suitable headgear, or by considerations of price. It is not without significance that at least two members of Motor Cycling’s staff who were responsible for compiling this article have decided to adopt safety helmets as standard headgear and that one has such a helmet in daily use for his return trip of 10 miles through some the busiest and worst-surfaced streets of London. And clubs can now seriously consider the Duke of Edinburgh’s suggestion, made at the Earls Court Show, of the adoption of distinctive club helmets.”

“HOTLY OPPOSED AS I have always been to making the wearing of safety helmets compulsory, I share the view that the practice is certainly one to be encouraged. More and more riders seem to be coming round to that way of thinking, and the wearer of a helmet is no longer such an uncommon sight on the roads. To popularise the safety helmet should not prove difficult. Two things would be necessary, the first being to free it from purchase tax. That will no doubt be done before very long, and the second requirement is really the more important. It is that some interested body, which could be Rospa, or even the Transport Ministry, should appoint a public relations expert to put the idea across to the motor cycling nubile. The right man would start getting results quite quickly, and probably within a year or two his task could be considered as having been accomplished. It is only a matter of getting a fashion accepted, and the most effective way of doing that is to employ the services of a specialist. You can induce people to stick to beer, or eat more bananas, by the right kind of publicity, as was most convincingly demonstrated in those two instances. And you could have most motor cyclists wearing protective headgear by the same method.”

IN THE USA PROFESSOR Red Lombard was granted a patent for a crash helmet.

“LISTENERS TO THE broadcast on road safety given on January 19 by Mr Gurney Braithwaite, Parliamentary Secretary to the Ministry of Transport, were left with the impression that the Government intends to do all that ties within its power to assist the Coronation year campaign to reduce the accident rate…Yet within 24 hours of making his moving appeal to motor cyclists to wear protective helmets, Mr Braithwaite heard the Chancellor of- the Exchequer decline to exempt such headgear from purchase tax…The lame excuse put forward by Mr Butler was that helmets must be classed as protective clothing…[However] no trouble was experienced by Treasury officials in making protective helmets designed for miners and quarrymen exempt from purchase tax. Many miners and quarrymen ride motor cycles; surely it cannot seriously be argued that protection for their heads is of greater importance when they are at work than when they are going to and from work? Yet that is the implication in the Treasury’s ruling, which makes one type of helmet subject to tax and the other type exempt. Hair-splitting is a pastime beloved of bureaucrats, but when it may involve head-splitting the game becomes a dangerous one. The skull of a miner is neither more nor less valuable than the skull of a motor cyclist, but at present the helmet designed to save the latter from serious injury ranks, pari passu, in the eyes of the Treasury officials, with the grocer’s apron.”

“THE ROYAL SOCIETY for the Prevention of Accidents is offering a prize of £100 for the motor cycle club which submits the best suggestion for methods of popularising the use of safety helmets among riders and pillion passengers.”

ROAD RACING RETURNED to London with the revival of the Crystal Palace circuit by the London County Council. Facilities included a trackside railway station.

THE BSA GOLD STAR was treated to swinging arm rear suspension. Also new from Hall Green was the Super Flash, a tuned plunger-framed Golden Flash. Within months the A10 got swinging-arm suspension and the Super Flash became the Road Rocket.

AMC DEVELOPED ITS G9/7R hybrid into the G45 production racer (the ‘45’ reflected the 500 twin’s claimed power output).

LEGISLATION TO COMPEL motor cyclists to wear safety helmets was called for in the House of Lords by Lord Teviot (Nat Lib). He quoted from the letter of a coroner who had held six inquests on motor cyclists since last June, saying that in each case death had been due to head injuries and that none of the victims had been wearing a helmet. Lord Teviot argued that though many motor cyclists wished to wear safety helmets they were deterred by fear of ridicule. Personally, he said, he thought the helmets quite attractive and saw no reason why they should not be available in many colours and have club badges painted on them.”

“THE QUESTION OF whether a safety helmet should have a peak is more important than it looks. Everybody knows that experts frown on the mere idea of a peak for a racing helmet. If a stiff peak scrapes anything in a spill, it may wrench the helmet out of position and almost destroy the theoretic protection. But some authorities take rather a different view of a very light peak on roadster helmets. Unquestionably, a peak shades the eyes from fierce sun, from headlamp dazzle, and from hail or rain. It is improbable that—for example—a light celluloid peak, secured round the helmet by an elastic no stronger than goggles’ elastic, would wrench the helmet in a major crash. Ergo, a similarly light peak, lightly secured to the helmet (perhaps press-buttons?), could be far more convenient and just as safe? More than one manufacturer, eager to cater for the growing trade in helmets, takes the view that a light peak is both desirable and safe. The sooner we are given an authoritative decision on the point, the better.”—Ixion

THE WORLD ROAD RACING CHAMPIONSHIP, started in 1949 with six rounds, had grown to nine ‘classics’: the TT and the Ulster, Belgian, Dutch, French, German, Swiss, Italian and Spanish Grands Prix. The best five performances counted towards each manufacturer’s points standings.

“IN HIS NEAT, effortless and faultless style Rod W Coleman, on Norton and AJS machines, won both Senior and Junior New Zealand TT titles on January 10, at Mangere, Auckland. Twelve thousand witnessed Coleman’s riding and were satisfied that they had seen a rider of world’s class. He was 3min 28sec faster in the Junior event than Jim Swarbrick’s winning 1952 time and also clocked the fastest lap in 4min 36sec—80.86mph against the 4min 46sec of the 1952 event. On his Manx Norton he made fastest lap in the Senior when he clocked the 6.2-mile circuit in 4min 24sec—84.54mph. Unfortunately the Senior was only run over 12 laps, 74.4 miles, owing to a mishap on the opening lap when Gordon Haggitt, braking late for a corner, collided with a flag marshal. As a consequence the ambulance van had to go out on the course. Under the new NZ A-CU ruling no rider may pass the ambulance while it is in motion. The rule did not work out as intended, for the van came on to the course just as Coleman, Hollier, Perry, Jensen and Laurent had gone by, thus

splitting the field. While the former five went on uninterrupted the others had to slow behind the ambulance. As the leaders finished the third lap they were red-flagged to stop and the race was eventually restarted. As the road closure operated only to 4pm, race distance was reduced from 17 to 12 laps. The almost flat rectangular course at Mangere comprises four miles of tar-sealed surface and two miles of metal. This latter section was treated with oil and early morning rain also helped to minimise the dust nuisance of the 1952 races. Official road closure was from 11am. At 11.15am the riders were sent off on their half-hour practice period. Shortly after noon the 28 juniors were started off by the local MP, Mr Leon Gotz. THE JUNIOR RACE: At the end of the first lap Coleman led Murphy, Jensen, Gibbs, Horner and Simpson. All bar Hollier (Norton) were riding 7R AJS machines. From his push start Coleman clocked 4min 49sec against Swarbrick’s opening lap of 5min in the 1952 race. On his third and fourth laps Coleman equalled the Senior 1952 lap record of 4min 36sec, 80.86mph, after which he settled down to touring laps between 4min 40sec and 4min 46sec. With his motor spluttering Jensen pulled in to his pit at the end of round three to find a flooding carburetter, traced later to a punctured float. The early pattern of the race changed little.,Coleman steadily increased his lead on Peter Murphy and ran out the winner with 1min 34sec lead on Murphy, who had ridden hard and consistently on John ale’s 7R. Leo Simpson caused a mild sensation when he passed Keith Gibbs on the final mile and the pair roared across the line a machine length apart. Results (17 laps, 105 miles): 1, RW Coleman (AJS), 78.8mph; 2, P Murphy (AJS); 3, LT Simpson (AJS); 4, K Gibbs (AJS); 5, A Hollier (Norton); 6, N McCutcheon (AJS). THE SENIOR RACE: Thirty-three of the 42 entrants started in the Senior race at 2pm. The crowd were toeing the tarseal when the Seniors were sent off. In the first 100 yards three riders collided, with David Bell being forced into the crowd, luckily without serious hurt, although he lost two minutes before resuming. Later, on the final mile of that lap, Haggit and a flag marshal collided, necessitating hospital treatment

for suspected concussion to both. On the third lap the riders were stopped and the race restarted with the four leaders, Coleman, Jensen, Hollier and Perry, placed in the front row. From his push start Coleman knocked a second off the 1952 lap record of ,4min 36sec, and next round further consolidated his lead with a lap in 4min 27sec, 83.59mph. Meantime, Hollier, Jensen, Perry, Murphy and Laurent completed the leader board. On his fifth tour Coleman made the fastest lap of the day in 4min 24sec, 84.54mph, proving the Mangere course to be the fastest in New Zealand and Rod the fastest rider, but no proof of that was necessary. At half-distance, 37.2 miles, Nortons held the first five positions, with Coleman, Hollier, Perry, Jensen and Laurent in that order and Doug Johnston (GP Triumph) next, just ahead of Murphy on a slowing Matchless twin which caused his retirement next lap. While Coleman was riding superbly, Hollier, making his first competitive appearance since his return, was well ahead of Perry and Jensen, who were only a few machine lengths apart throughout and thus held more interest than the two leaders. On the 11th lap Jensen had to ride wide round a slower competitor, skidded in the loose surface bordering the tarseal, and retired. Coleman ended his 12th lap with victory by 45 seconds over Hollier, who had made a splendid recovery from his left-foot injury sustained when practising on Boxing Day at the Wanganui meeting. Results (12 laps, 74:4 miles): 1, RW Coleman (Norton), 82.3mph; 2, D Hollier (Norton); 3, LV Perry (Norton); 4, RJ Laurent (Norton); 5, D Johnston (Triumph); 6, LT Simpson (348 AJS).

“AT THE PRESS TRIAL the 197cc B2C Norman, ridden by a member of Motor Cycling’s advertisement staff, excited considerable comment because, first, it had a sound, pleasing appearance—made for the job, in other words—and, secondly, used by a comparative novice the machine handled excellently and enabled its rider to finish well and to win an award. It seemed expedient to learn more about the newest competition model to come from the well-known Ashford, Kent, concern. We were entrusted with the Press trial model, the property of Mr AF Wheeler, who had acquired the machine for his personal use. Arthur Wheeler had run it in sufficiently for us to make use of the full performance available. The Norman’s main-road performance, of course, was restricted by trials gears, but the 197cc Villiers motor, on which the Wheeler Tuning Department had already made several ‘mods’ including the fitting of an Amal carburetter, pulled very willingly. At the first sight of some waste ground everybody ‘had a go’ and expressed pleasant surprise at the way in which the B2C leapt up little escarpments and slogged through sand and mud patches. Good omen. Now for a real test. The standard tyre arrangement was superseded, the back tyre being of 4in. section, whilst at the front the standard wheel had been replaced by a 21×3. By taking a certain amount of liberty with waterlogged tree roots and morass sections, a pleasant half-hour was spent revealing the very likeable and tractable nature of the machine. The

B2C shares with only one other competition model of similar engine capacity, the short-wheelbase dimension of 48in. This seems to be a beneficial factor allowing not only a tight turning circle, but a sense of positivity, or ‘one-ness’ with the rider on all types of terrain. In the mud and on ‘side-of-a-house gradient’ the Norman’s fork action was tested to the full. For 1953, of course, the hydraulic forks have been superseded by an improved spring system with deep rubber end-stops. At extreme and sudden deflections there was no feeling of harsh impact—and it should be emphasised that the ‘nadgery’ stuff was well mixed with a number of fast runs over wasteland, gullied and rutted to a degree which would have delighted the average scrambles, rather than trials, organiser. Switch-back hills, with a leaf-mould dressing, enabled the Villiers unit, a standard engine, with a 7.25:1 compression ratio and a brake horsepower figure of 8.4 at 4,000rpm, to demonstrate prowess in permitting almost idling rpm as the machine trickled down 1-in-2½ gradients at walking pace on the release valve, and then, given the proverbial ‘gun’ at the bottom, to climb 60ft or more, up the opposite side of the bank, with the front wheel just pawing at the rough surface, actually threatening to lift all the while. So much for the praise. Points of criticism are few. They include such minor grumbles as those concerning the positioning of the knee-grips, which tend to jab at one’s knee-caps if one is striving in an on-the-rests posture to navigate the model up a difficult section. The cure would be simple. And the exhaust note…In common with that of a number of modern two-strokes, the Norman strikes one as being loud, considering that, irrespective of the sporting character of the machine in question, a certain amount of town and suburban riding is inseparable from normal usage.

The rear brake, unavoidably immersed in water at an early stage of the ride, did not, even after diligent ‘drying out’ usage, provide quite the degree of retardation expected of such a really well-made component. Normans now employ a cast hub and brake drum. Perseverance with the front brake on the run back to Epsom thoroughly dried out the linings and produced a 100% stopper. In general, however, and despite the rather short wheelbase, the abbreviated dimensions of the B2C appeared to suit the stature of all members of the party, ranging from a six-footer to the writer, who is 5ft 8in in height. The Norman saddle, which is adjustable, had a good average position for road or cross-country riding, footrests and handlebars, standard equipment and factory fitted, conformed with the remainder of the lay-out which seemed to be very satisfactory. The Norman, hitherto cultivated for competition work by one or two enthusiasts only, has remained, to some extent, an unknown quantity in the sporting field. Hence this article which, in the opinion of the writer, puts the potentialities of a pleasing little machine into somewhat sharper focus. Competitively priced at £127 17s 4d inc PT the 197cc Competition model from Kent has pleasing dual character in that, whilst obviously a most satisfactory mount for the inexperienced trials rider, it is also, apparently, the choice of an expert. At Ashford, Kent, they call it the B2C a practical though, perhaps, unimaginative, type name. In fact, from experience gained by several people during the past two weeks or so, this little model has all the promise of becoming quite a Norman ‘Conquest’.”

“IT IS ALMOST INEVITABLE that the name of Steib should be coupled with that of BMW when sidecar outfits are under discussion, for in many yeas this German-built motor cycle, has been harnessed to this German-built sidecar so frequently that the immediate reaction on seeing another make of ‘chair’ attached to the machine would be one of surprise. By courtesy of Kings of Oxford a model R 67/2 BMW, to which was attached a sports single-seater S5OOL Steib sidecar, was lent to Motor Cycling for an extended test. It had but 400 miles registered on the speedometer. During the three months the outfit was in our hands it was used for routine journeys and, on several occasions, for express runs from London to Birmingham. ‘Express’ is a suitable word to use for, from door to door, the motorcycle proved to be a faster means of transport than the train. The BMW is a unique motorcycle; it possesses many of the features that appear in specifications dreamed up by an enthusiast in his search for the ideal model. Neat in appearance, the transverse, ho-twin engine, with car-type clutch, a unit gearbox and shaft drive, looks compact. Few external auxiliaries live outside the light-alloy castings which form so much of the engine and in fact they number but two—the pair of German Bing carburetters. Basically simple in conception, the main casting is virtually a box into which the crankshaft is inserted at approximately mid-height. Above the crankshaft—which runs on ball bearings—is a single camshaft driven by helical gears. On to the sides of the box are bolted the cylinder barrels of cast iron with light-alloy heads. The magneto, with stationary windings, and the 60-watt dynamo, are driven respectively by extensions of the camshaft and the crankshaft. Thus there are three compartments within the outer skin; a central area in which crankshaft and cams work, a forward annexe for the camshaft-and oil-pump drives and, at the extreme front of the engine, a third compartment in which are located the electrical components. The base of the central compartment forms the oil sump, closed by a simple, shallow, pressing. The drive is taken through a single-plate clutch to an all indirect gearbox and finally to a helically toothed crown-wheel and pinion via a shaft which has a rubber coupling at its forward end and a

mechanical universal joint immediately in front of the bevel housing. A duplex tube, welded frame- carries the engine-gearbox unit and has undamped plunger suspension at the rear; the telescopic front forks have double-acting hydraulic damping. An important and to-day, unusual virtue is that all the wheels are not only quickly detachable, but interchangeable as well. Several features are unusual to British eyes. Positive-stop gear changes are made with a short pedal on the left-hand side and the kickstarter, also on the left-hand side, works transversely. A simple suspension, involving a trailing arm and coil spring, is fitted to the sidecar wheel and the outfit is therefore fully sprung. Initially, certain details had to be memorised: foot brake on the right; gear change on the left; ignition switch case combined with light switch—push in to turn the ‘sparks’ when red indicator light goes on together with a green ‘neutral’ gear indicator light. Turning this switch to the right brought in the tail and ‘dim’ light, turning to left produced the full driving light. The dip switch, combined with the horn button, was found on the left-hand bar. Fitted on the left, the sidecar chassis rail is apt to be knocked and scraped when the kick-start lever is pushed down and this prevents full use of the starter which could, with advantage, be geared higher. For some reason, the machine did not always react to well-established routine when starting from cold. In nine attempts out of ten, immediate response was forthcoming when the carburetters were flooded and the air-control, on the gearbox casing, was closed; the 10th attempt finished with a ‘wet’ engine and almost full throttle opening had to be given. When warm, a push with the hand on the pedal was sufficient and, indeed, used frequently for demonstration purposes. With first gear engaged—silently if the very light clutch was withdrawn quite fully—the green indicator light goes out. The drive is taken up quickly but smoothly once the short movement of the clutch had been appreciated. At no time during the test was there any sign of clutch slip whatsoever. Considerable experimentation was necessary before silent upward gearchanges could be made. Without due deliberation—and always if the rider was in a hurry—a tell-tale ‘clonk’ resulted. Downward changes were invariably accompanied by some noise; in this case, the quicker they were made, the quieter they proved to be. This noise appears to be inseparable from units with an engine-speed clutch-to-gear-box mainshaft. It is thought also, that a twist-grip with a quicker action and less backlash would assist materially on downward changes. Perhaps insufficient time was allowed for the engine to settle itself for when cold a light piston slap noise came from one cylinder. This disappeared when the engine warmed up, returning if the unit was run slowly for any length of time. A tight gudgeon pin was the

snap diagnosis but it interfered little with the performance of the machine and was outstanding only because of the lack of noise generally. This general mechanical silence was undoubtedly one of the most endearing features of the BMW. Other than for the exhaust burble—a reasonably subdued note—milestones passed in silence, for valve-gear, gearbox and transmission were quite inaudible. With the ability to rev freely and with, a comparatively low compression ratio, the performance characteristics were unusual. It was quite possible to force a long pull in top gear without sign of distress and yet the engine would turn smoothly in ‘third’ at over 50mph. Although the machine was almost devoid of vibration, there was one small period which made itself felt, and this was on the over-run at approximately 40mph in top gear, equalling about 3,000rpm. When driving through this speed the tremor was almost indistinguishable. Many miles were covered at a cruising speed of 55-60mph. In fact, this proved to be the gait at which the machine was usually driven, for it seemed effortless. Above 60mph a certain fussiness became apparent and it was considered inadvisable to hold 60-plus for any length of time. Gearchanges were made early, without any attempt to let the engine revs rise, for results were as good, if not better, if ‘top’ was engaged at just over 40mph. Although the footrests can be moved vertically the riding position cannot be varied much and those with long legs may find the pipes from the carburetters to the in-built air-cleaner rather too close to the shins. The locations of neither gear-change pedal nor brake pedal can be altered. The general degree of comfort is augmented by the use of a front-pivoted saddle with adjustable spring tension. At first the suspension was thought to be a trifle ‘firm’ although as the mileage increased the. ride softened. High-frequency bumps were unsettling, particularly to the sidecar passenger, for whom the ‘chair’ springing on cobbles and uneven stone-setts, did not always absorb the bumps. No doubt this firm riding was responsible for the taut feel of the outfit as a whole and, if the passenger did not always enjoy the vigorous manner in which the outfit could be handled, it was a delight to the driver. In spite of a body that appears slim, the width of the outfit, owing to the protruding off-side cylinder, seems wider than most. Violent cornering methods would not induce the sidecar wheel to lift—in fact, all three wheels slid before this would occur when a passenger occupied the sidecar seat. Both brakes were excellent, particularly with respect to their continued efficiency. Little adjustment was necessary and throughout the period of test the only non-standard feature was a squeak from the front drum on a wet day. Later this disappeared and left brakes which could hardly be faulted. Lights were quite adequate for the machine, the dynamo serving to keep the battery well charged. Maintenance of the BMW is absurdly simple. Ignition and lighting machinery are both housed beneath a light-alloy cover secured by two screws and are easily approached, while tappet adjustment, at the rockers, is but a matter of minutes. Both gearbox and bevel casing were checked for lubricant by removing the easily reached hexagonal caps, but required none. Perhaps some improvement is possible where the engine is concerned, for the oil-filler orifice is rather small. Other than for the specific conditions mentioned earlier, the Steib sidecar is comfortable and the luggage space good. On one particular trip, using unconventional stowing methods, a vast amount of luggage and stores were carried, Only an army pack, strapped to the locker lid, looked unusual. The windscreen deflected air effectively, and although the hood took some minutes to erect, it remained watertight. As a sporting single-seater this sidecar is admirable. Traditionally an oil-tight machine, the R67/2 maintained this tradition throughout our temporary ownership, and was displaying only two smears of lubricant when the machine was returned. These occurred at the off-side (right) gearbox cover-plate and at the juncture of the first and second main engine castings. The exhaust pipes, each blued at the sharp bend in front of the port, were the only other disfigurements to a clean and remarkably handsome machine.”

“IN 1946, VERSIONS OF a small James two-stroke, designed primarily for military use, were entered and ridden in the short, tough, one-day sporting trials developed by a post-war shortage of petrol. In competition with man-sized ohv mounts with four times the engine capacity, there seemed little likelihood that these small machines would provide serious opposition and the efforts of their riders were mainly, if not solely, directed towards the acquisition of awards in the two smaller capacity classes. Gradually, with increased power from the engines and the evolution of suitable frames, the picture has changed. Indeed, in 1951, the Travers Trophy Trial was won outright by a 200cc machine ridden by WA Lomas, who later provided the fourth best performance in the 1952 British Experts Trial. Both of these outstanding successes were on a James—in fact the 1953 ‘Commando’ is a replica of the winning mount. Added interest is given to this test by the fact that the machine on loan was a prototype, fitted with an example of the new Villiers single-lever carburetter. In this instrument, the lever providing needle variation is omitted and slow running adjustments are made by an adjuster screw located at the junction of float bowl and mixing chamber body. The 197cc Mk 6E Villiers engine-gearbox unit is, of course, a two-stroke with bore and stroke of 59x72mm. Bolted to the rear of the engine crankcase is a three-speed gearbox with trials ratios of 6.8, 11.5 and 22 to 1 with a 52-tooth rear sprocket. A 44-tooth sprocket may be fitted to give a higher cruising speed. Commando engines give slightly more power than the standard Mk 6E–9bhp at 4,000rpm with a compression ratio of 8.25 to 1 as opposed to the standard 7.25. Special sealing

is applied to waterproof the flywheel magneto. Of brazed lug construction, the frame is built to give a ground clearance of 8½in. Telescopic James front forks have two-rate springs and progressive hydraulic damping on both compression and rebound. To accommodate a 4in-section rear tyre and maintain chain clearance the engine is offset in the frame. Both wheels have 10swg spokes and Dunlop Trials Universal tyres: 21×2.75 front; 4.00×19 rear; felt seals protect the hub bearings. Trials equipment includes security bolts; polished light-alloy mudguards; a lightweight Dunlop competition saddle; a competition number plate and a high-level exhaust system. An AC direct lighting set can be fitted at an extra cost of £5 7s 10d inc PT. With the new version of the Villiers carburetter on the machine, particular interest was taken in the routine job of starting. This proved absolutely foolproof and, in the midst of the current deep-freeze no hesitation was experienced. If the choke on the air filter was closed and the float chamber filled, no more than four prods were necessary. Some four-stroking was noticed at tickover but this disappeared so soon as the throttle was opened. The choke could be opened Progressively and, with the engine warm it two-stroked efficiently. Four-stroking, with the exception of a period which occurred on-the overrun only, was pleasantly absent. James lightweights have always appeared to have the riding position of a ‘big’ machine and the Commando was no exception. Three holes are drilled in the saddle nose plate to give optional heights of 30¼, 31 and 31¾in. Footrests fit to a hexagonal bar and theoretically can be moved to any one of six positions. In fact, other considerations limit this movement and the footrests foul the footbrake if dropped below the horizontal. It is unlikely that the lower positions will be needed, for with the saddle lifted to the top notch a 6ft rider found the riding position admirable in every way. The tester has a private patch of ‘trials country’— rocks are lacking but sufficient variations on the up and down theme can be tried to discover a machine’s capabilities. Considerable falls of snow had thawed and left the deep ruts full of water. The ‘ups and downs’ were frozen but on top of the frozen mud was a thin layer of greasy clay. The first of three ‘sections’ proved an admirable test for the magneto for it was almost entirely under water for twenty yards. Deep and wide, the rut proved no navigational hazard

and once the engine had been thoroughly soaked without showing any ill effects, the next section was tried. A tight right turn across frozen ruts revealed ample lock and the ability of the engine to pull steadily in bottom gear at tick-over speeds. From the turn a steep bank had to be negotiated without any space in which to increase speed. From tickover, the throttle was snapped open to lift the machine over a steep bank. If the effort was made too early a bush, neatly positioned, tangled with the front wheel. Badly tuned or temperamental machines, particularly of small capacity, usually stall on the bank. No such indignity was suffered and the Commando lifted front wheel up and over without hesitation. A word might be said, at this juncture, concerning the facility with which the front wheel can be nailed to the ground. Short-wheelbase, two-stroke trials models are very prone to spend too much time motoring along with the front wheel in the air. It is not always possible to reduce the throttle opening to regain control and the ease with which the rider’s weight can be moved forward is decisive. Well-positioned footrests and handlebars so arranged that the rider is not ‘pulling back’ will assist materially and in this respect the machine was admirably proportioned. An ability to maintain control on a track proceeding diagonally down a steep, greasy bank is dependent on the degree of success with which a model can be steered (if ‘steering’ is a suitable description for a crabwise manoeuvre) sideways. Twice a steadying foot had to be used to hold the rear wheel in check but the third attempt was entirely successful. This was an occasion for some satisfaction, for it was the first time that the descent had been made without footing. In spite of the abrupt way in which the weight of the machine—and rider—moved on to the front wheel at the bottom of this drop, the hydraulic damping worked excellently and metallic ‘clashing’ was noticeably absent. A night run of some 80 miles finished the test and provided an opportunity to check the lighting system and brakes. For those who wish to own a general-purpose machine, suitable for both trials and the daily run, it would seem that a Commando’ fitted with the AC lighting equipment, provides the answer, for 45mph could be maintained easily at night. Both brakes dried quickly after a thorough soaking And if the front unit was a trifle spongy, it worked adequately. The footrests have a reinforcing plate, but it was felt that an even sturdier support would have been an advantage. In addition, stronger saddle springs would prevent the saddle—supporting in this case well under 12 stone—from bottoming on the mudguard occasionally. The James Commando is priced £134 3s 4d inc PT.

“THERE CAN BE NO possible doubt that the 125cc Model RE2 Royal Enfield is capable of providing useful, economical transport for most purposes—that much was amply proved by an example recently road tested by Motor Cycling. Its outstanding characteristic is light weight and because of this it can be ridden in heavy traffic with consummate ease. Naturally, with only 140lb to be handled, it can be lifted on to and off the spring-up centre stand without exertion and it is ideally suitable for pottering both in and out of town. Add to this a petroil consumption that will better 120mpg in all but the most unfavourable conditions, and it will be appreciated that the model can be described as an excellent utility mount—a description that does not in any way infer a ‘cheap’ machine, for the finish is good and the motor cycle well made. Changes have been effected to both engine and frame since the model was first designed, during the Hitler war, for use with airborne forces. Telescopic front forks have been added and a new Miller 36-watt flywheel generator with an external 6-volt car-type ignition coil replaces the earlier Miller component. The RE is an all-the-year-round model. The engine unit proved easy to start, even when air temperatures were well below freezing point, and required but three or four prods on the kick-starter. The machine is undoubtedly small and has a fixed position in which the long-legged may find the saddle too far forward or too low. An optional move either upward or backward would improve the comfort on long journeys. On the other hand, adjustment to the position of the foot-change-controlled gear pedal and to the rake of the handlebars—but not to individual handlebar controls—is easily made. Outstandingly light, the clutch frees well

and permits bottom gear to be selected without noise. Engagement is smooth and permits bottom gear to be selected without noise. A time lag of some seconds is necessary to ensure noiseless gearchanges, although those even made hastily are quite positive. Ratios are, well chosen. The lack of fourth speed is more noticeable with small-capacity engines, but the engine-torque characteristic made good this ratio deficiency in reasonable fashion. Steep hills called for second gear, but the majority of main-road inclines in anything but very hilly country could be climbed in top gear. Gear changes were made almost immediately from first to second, and top gear was selected at 25mph. Continual cruising at a speed just below 40mph is comfortable and without effort. At this road speed in top gear the machine is free from vibration—vibration is noticeably absent at all but maximum throttle openings. Exhaust noise was, at an average level, not unduly obtrusive. It is difficult to refrain from over-praising the steering and road-holding. Light and responsive, it was always quite positive and, to the maximum gait of which the machine was capable, proved more than adequate. Minimum non-snatch speed in top gear was about 13mph and the engine would accelerate from this speed on a level road without distress. Mention must be made of the twist-grip, which is not of the conventional drum type. It was smooth in operation, did not shut incontinently when released and had only a slight amount of backlash. Both brakes, of 5in. diameter, have cast-iron drums and are well above average in both sensitivity and efficiency. Hand and foot controls worked smoothly; the pedal for the rear brake is well positioned and can be operated without taking foot from the footrest. Ample light is available for night-riding; the head lamp is capable of throwing a beam far enough. and with sufficient intensity, for a road speed beyond the capabilities of the machine. A dipping switch controls beam-direction and a parking light is supplied from a small proprietary dry battery in the head lamp. This turned out to he the only piece of electrical equipment which failed during the test. Normal top-overhaul can be done with the petrol tank undisturbed. When the cylinder barrel is to be removed, the tank bolts will have to be taken out and the tank lifted an inch. Routine maintenance jobs are few and quickly done. Contact-breaker adjustment is made via a small cover-plate in the generator housing secured by two screws. The gearbox is filled through a small plug on the near side; a wing-nut adjusts the rear brake and a knurled screw and locknut is provided for the front brake. While the lack of a rubber cover to the kick-starter is not important, a cover to the gear-change control would increase the rider’s comfort when operating the pedal and reduce the risk of damage to shoes.”

“TO CORRECT ANY MISAPPREHENSION that may arise concerning the opinions of those responsible for DMW motor cycles with regard to the use of a spring frame in trials, it may be advisable to preface this report by stating that a rigid-frame competition machine is manufactured and available to those who feel that better results in typical. ‘one-day’ events may be obtained without the suspension unit. Rear springing does, however, improve the usefulness of the Competition DMW in events of longer duration and, as an all-round sporting motor cycle, the Model 45 may be cited as a very satisfactory compromise. The factory is proud of its successes in both International and Scottish Six Day trials and it is for this type of event that the spring machine is intended. The basic details of the machine are as follow: square tube is used for the frame, which is of all-welded construction. Tests have shown that an increase in torsional stiffness, particularly in the rear section, has been obtained without the disadvantage of increased weight. The MP suspension units are coil-spring-plunger boxes carried in brackets welded to the rear stays. High-tensile steel tubes are used for the MP telescopic front forks, which have rubber gaiters to give protection to the sliding surfaces. Both magneto and carburetter of the 59x72mm, 197cc Villiers 6E engine are protected against water by rubber seals. Felt seals are fitted to the journal bearings of the front and rear hubs; intended primarily to retain lubricant. they should materially assist in excluding water. The engine is offset in the frame to give clearance, of course, for the 4.00in-section rear tyre which is standard equipment. Lightweight mudguards, with adequate clearance, and a high-level exhaust pipe form part of the specification. Two sets of gear ratios are available with the Villiers gearbox, which is bolted to the crankcase and forms a single unit with the engine. Some increase in power is forthcoming if a special cylinder head, giving a compression ratio of 8.25:1, is fitted; this is not part of the ‘trials’ specification, but is offered as an option on new machines. Most of those ingredients necessary for a sporting trial can be found on Penn Common, near Wolverhampton. A stream, rutted mud, steep banks and narrow gullies are all available. Towards this area, DMW sales manager, Arthur Frost, headed, followed by tester and photographer. Arthur Frost’s machine has been used in every type of sporting event for over 12 months without overhaul. In spite of this, it still galloped along remarkably well, giving nothing away to the newer machine following. In conjunction with the 4.00in rear tyre the suspension at the rear proved almost luxurious on main roads. An opportunity to sample the brakes before they were submerged in water proved them to be effective and needing only reasonable pressure of hand or foot. Even with the large rear tyre excessive zeal with the foot brake

provoked rear wheel skids. The machine’s light weight and ‘handleability’ enabled any resulting slide to be coped with immediately. A muddy, rutted lane with cross gullies, rocks and an occasional-deep hole formed the approach road to the sections, and this could be traversed almost as fast as the rider wished, once accustomed to a steady spray of water from the front wheel. In the interests of maximum efficiency and minimum unsprung weight. the front mudguard is attached to the fork crown and does not move with the wheel. Although no disadvantage while in a section and proceeding slowly, this arrangement was rather disconcerting when travelling quickly in a muddy lane. Six distinct hazards were identified; the first involved 50 yards of the stream and a climb out of the water along a narrow path. Two attempts were necessary before complete success was attained. For some reason, the decompressor appeared to exert more than usual control on the rear wheel; possibly the discharge orifice is smaller than average. Whatever the reason, it was possible to trickle slowly down a greasy track and turn into a narrow opening with full confidence and well in control. The steering lock is more than adequate and was no excuse, other than bad navigation, for running out of room on a turn. At 47in the wheelbase is remarkably short and this, in conjunction with an engine possessing good torque at low speeds, is apt to assist the front wheel in any effort towards aviation. An excellent riding position. helps to bring this under control and, indeed, in some circumstances, the ease with which the front wheel can be lifted may prove an advantage. No large rock steps were available to test the theory, but many such sections come to mind. It is difficult to envisage a machine more suitable to those tricky, tight sections colloquially described as ‘nadgery’. A short wheel-base, good lock and an indefinable quality of ‘balance’ take all the hard work out of this type of hazard. Feet were brought into operation on several occasions during the attempts on the last—and most difficult—of the six test pieces. An approach through the stream had to he made at a speed as high as possible to the patch of soft mud at the entrance to a gully between two steep banks. Low speed attempts failed with wheelspin and were abortive. A brief wall-of-death turn at the top of the stream’s bank was essential if fast runs were made. Twice complete success was within reach, but just evaded the tester who was forced to foot out of trouble. During one excursion at too high a speed, the machine was left at the bank top and the journey continued alone. Suitable footwork at the vital moment enabled non-stop climbs to be made, but the final polish that spelt complete success was too elusive. Both brakes dried quickly after their continued immersion and were ‘back-to-strength’ before the main road was reached. During the afternoon the engine had not faltered once and on those occasions when restarts had to be made, balanced at awkward angles on nothing but a six-inch muddy track, it responded without delay. Well made and of sturdy appearance the Model 4S is bound to enjoy popularity in its class.”

“THE NAME OF INNOCENTI is held in high esteem by the scooter-minded population of the Continent, and rightly so, for the rugged little Lambretta, produced by that Milanese concern, offers both economy and dependability, coupled with somewhat restrained good looks which distinguish it from the more flamboyant of its species. Marketed in this country by Lambretta Concessionaires Ltd, of 64 High Street, Epsom. Surrey, a model LD Lambretta has recently been tested by members of Motor Cycling’s staff. The machine is built round a single, large-diameter tubular backbone which forms an open frame and seat mount. To this is welded a tube of similar dimensions, bent at right-angles, to form the engine cradle and rear-springing pivot, with welded outriggers to support the bodywork. The rider is protected by a pressed-steel front apron and footboard designed to give comprehensive weather protection, while the ‘engine-room’ and rear wheel are enclosed by easily detachable side panels, each of which is held in place by rubber-sheathed flutings at its edges and secured by a lever at the rear. The well-tried 123cc two-stroke engine of 52x58mm has an iron cylinder and alloy head. The unit construction crankcase and gearbox assembly extends rearwards to form the arm which carries the rear stub axle and encloses the shaft final drive. The primary drive is by bevel gears. The whole of this assembly pivots about an anchorage under the front of the crankcase and is sprung by means of a torsion bar situated beneath the gearbox and operated through a robust linkage system. Rubber buffers prevent contact between the engine and frame. Forced-cooling is employed, air being impelled round the cowled cylinder by means of a fan on the Marelli flywheel magneto. Cooling grilles are situated in the leading edge of each side panel, air scoops of die-cast light alloy being

optional extras. Undamped helical springs form the suspension media of the trailing-link front forks, the mechanism being encased in neat covers. A generously proportioned front mudguard is fitted with a conventional ‘English-type’ front number plate. Both wheels arc of 8in. diameter carrying 4in. Michelin, Dunlop or Pirelli tyres; rims are quickly detachable and interchangeable, a fact which renders the spare wheel and tyre (an optional extra) doubly useful. With the exception of the rear-brake pedal, which protrudes through the right footboard, all the controls arc situated on the handle-bars. The gear-change is operated by a twist-grip—with integral clutch lever—on the left, while the front brake lever and throttle twist-grip are conventionally accommodated on the right. Conveniently placed near the right thumb is the ‘switch box’ which incorporates the light switch, cut-out and horn button. Access to the-three-position fuel tap and Dell’Orto carburetter, which has a built-in sludge-trap fuel filter, is gained through a hinged, spring-loaded flap in the right-hand panel. With the carburetter flooded and the choke closed, usually no more than two prods at the kickstarter were necessary to bring the engine to life, once the technique of using the small pedal had been acquired. Fortunately this did not take long, for clumsy kicking resulted in the ankle rapping sharply on the footboard. On the road the machine behaved extremely well. Familiarity with the combined clutch and twist-grip gearchange came quickly, though some difficulty in locating second gear was experienced at the outset. The clutch itself is commendably light and considerable riding in traffic proved no hardship for the left hand. A couple of miles sufficed to accustom the rider to the feel of the machine, and steering and suspension were so good that it could be well heeled over on corners with confidence. Even greasy cobbles and wood blocks required no more respect than when on a normal motorcycle. The 5in. internal-expanding front brake felt rather spongy and it was found to be preferable to use the 5½in rear anchor, which was both smooth and powerful and which, combined with the weight distribution, gave thoroughly satisfactory retardation. Before the Lambretta had 250 miles on the clock a 100-mile night journey in freezing conditions was undertaken, with the roomy leg-shield pannier—a most useful extra—filled to capacity and a weighty gladstone bag secured to the rear luggage carrier. Under the prevailing weather conditions, the normally excellent windscreen proved to be a mixed blessing for while it served admirably as a windbreak, its surface soon became frosted and it could not be lowered sufficiently to allow the 5ft 6in. rider to see comfortably over the top. However, the apron, which extends the

whole width of the handlebars, provided welcome protection for the hands. A celluloid panel is provided in the apron where it covers the headlamp, but the latter, fed by the flywheel generator, offered far from satisfactory illumination for night touring and considerably limited the cruising speed on winding roads. Nevertheless, on straight, level stretches a nocturnal cruising speed of 35-40mph could be maintained with ease, and an overall average of 23.5mph was achieved. The maximum speed obtained was 45mph. Owing to the necessity for maintaining plenty of revs to provide current for the headlight, and because it was not always possible to get up sufficient speed before tackling a gradient, second gear had to be selected early on any hill worthy of the name; but once the middle cog was engaged, 20-25mph could be sustained without stress. Pulling power in top gear was good, but it was found that the increase in the liveliness of the engine made driving more pleasant if second gear was used at a relatively high road speed. Petrol consumption for the journey was excellent, working out at almost 100mpg despite the drag caused by the large windscreen and shielding—and the excellent protection they afford is adequate compensation. Moreover, they do not render the machine unmanageable, even in gusty winds. The exhaust note tends to be noisy, though not unpleasant. On the other hand, the electric horn’s note could be stronger and more tuneful with advantage. Another drawback is the absence of a parking light—surprising in view of the fact that the Lambretta is primarily a town machine. However, despite the few shortcomings which have been mentioned, it left the rider with the impression that it is a most comfortable and enjoyable scooter to ride, and one which can inspire both enthusiasm and affection.”

“HIGH TAXES AND HIGH COSTS offset by high mpg, if not high speed—these factors are to some extent responsible for the ever-growing popularity of the lightweight two-stroke in Britain today; a popularity catered for, and fostered by, a number of relatively new manufacturers such as Tandon Motors, of Watford, whose l97cc Imp Supreme model has recently undergone tests by members of Motor Cycling’s staff. In introducing this model, which made its debut at last year’s Show, Tandon had in mind a machine which, while having the basic specifications of a luxury mount, would sell at a utility price. The result is an attractive ‘springer’ with a creditable performance. Reliability was sought as the keynote of the design, so that little firm and money have been spent on frills and furbelows. Instead, production costs have been concentrated in good materials and thorough workmanship. All the tubing used is Accles and Pollock ‘Kromo’ chrome-molybdenum material and all nuts and bolts used are rust-proof cadmium plated. The single loop frame carries bronze-welded engine and seat lugs and swinging-fork spindle-housing. Bolted to the frame is the triangular sub-frame supporting Armstrong hydraulic, oil-damped spring legs. These legs are used only on the export model, Newton legs being standard on the home edition. It is understood, however, that eventually all models will use the Armstrong unit. The Tandon telescopic front forks have a total movement of 5in and work well in conjunction with

the rear springing. At the outset, the 197cc Villiers 6E two-stroke engine proved somewhat temperamental under starter’s orders. However, after the correct setting for the handlebar-mounted mixture control had been discovered—not quite fully rich for this particular power unit—and with a well-flooded carburetter, three or four swings on the kick-starter were usually sufficient. Once the engine was warm it was found that a three-quarters weak mixture produced even two-stroking on all but the over-run. While the engine had a delightfully lively performance, except when nearing its peak, the bolted-up three-speed gearbox on the particular model under test was found to be somewhat slow in operation, demanding considerable foot movement. Despite this, the machine was pleasant to use in traffic, and although the steering was a trifle heavy at very low speeds it was commendably steady when the model was really under way. Or the open road 40-45mph could be maintained for mile after mile without any sign of fatigue. In fact the engine seemed quite capable of sustaining nearly 50mph for lengthy periods, but a vibration phase somewhat detracted from the pleasure of riding at this speed. At all speeds the suspension was excellent, not in the least spongy and yet capable of coping with all but the roughest roads. It is unfortunate, therefore, that the comfortable-looking dualseat—an optional extra—did not completely fulfil its promise, and thicker sponge rubber padding for its inverted metal tray would seem to be a worthwhile modification which might well result in a really luxurious ride. The seat could also be a few

inches longer with advantage, since accommodation for two is rather cramped, and owing to the short wheelbase and fixed footrests the rider had to sit well forward when carrying a passenger. In all other respects, however, the machine proved admirable for two-up work. Whereas a bulb horn is normally fitted, the test machine carried an electric horn which proved capable of giving effective warning of approach. However, being operated by a dry battery, neatly housed under the seat, its strong note did not last for long and frequent battery replacements would seem to be necessary for its effectiveness to be maintained. Current for the 5in Villiers headlamp and neat Lucas 529 plastic rear lamp is supplied by the flywheel generator which provided ample illumination for night riding. A dip switch, located near the left thumb, was easily operated and brought into action a good dip beam which was apparently quite innocuous to oncoming traffic. A twin-cell dry battery housed in the head-lamp provided current for the parking light. An excellent feature of the machine was its smooth and powerful front brake, which, although only 5in in diameter, had first-rate arresting power. The stopping distance of 30ft from 30mph was due almost entirely to this front brake, the cable-operated rear brake being far less efficient. This may be attributable in some measure to the very long brake arm with its low-mounted pedal which, while giving ample leverage, naturally required considerable foot movement before the brake

was fully effective. The test showed up certain items which merit the manufacturer’s attention even if, as a result, a few shillings are added to the cost. The first is the desirability of using lock nuts on the rear sprocket locating bolts. The nuts used at present have a tendency to slacken off despite the provision of locking washers. Also the incorporation of a fuel reserve in the 1¾-gallon petroil tank would be a welcome modification, especially in view of the tank’s small capacity, though enough fuel for some five miles is trapped in the tank and can be used by tipping the machine to the right. Most of the test was carried out under dry conditions, but some riding was done on frosty roads and the indications were that the stability and excellent handling would be little impaired by wet or greasy surfaces. The shallow mudguards did, on occasions, show traces of spray at the edges, but the weather protection seemed to be of a good average standard. A gracefully styled machine, the Imp Supreme is finished in attractive beige enamel carrying the maker’s transfer in a triangular red panel on the tank. Details, while not elaborate, are well finished and in keeping with the workmanship of the model. One particularly novel idea is the self-locking central stand. When assessing the merits of the Tandon, its exceptionally low price must always be borne in mind. Nor should it be forgotten that fundamental quality has not been sacrificed on the altar of cost-cutting. As a result the manufacturers have produced a sturdy and reliable lightweight capable of giving excellent service while coming well within the means of the less affluent rider.”

“ALTHOUGH SEVERAL EXAMPLES of American lightweight and medium-weight machines have been built by the two concerns with which the U.S. motorcycle industry is generally associated in the minds of British riders—the Indian and the Harley-Davidson—the popular conception of an American motorcycle is that of a big, husky V-twin in which everything is of the most massive. There is, however, a third make which enjoys considerable popularity across the Atlantic—particularly on the West side—and it is very different from the traditional US model. The machine is known as the Mustang and was originally produced in 1947. It is now built by Mustang Motorcycle Corp of Glendale, California, in a factory which extends over several acres. It is a type of machine in which simplicity receives considerable emphasis and with certain reservations, its design could find favour in British eyes, for it is rugged and well-made and requires very little in the way of maintenance. It would appear to occupy a place somewhere between the scooter and the normal motorcycle and is stated to weigh about 210lb in full trim. The engine incorporates a number of novel and interesting features. A British-built Burman 3-speed gearbox is an item in the specification of the Mustang as also is a glass-bowl type fuel filter. The engine has cylinder and crankcase cast en-bloc. Oil-controlled, telescopic front forks of very simple construction are employed. The handle-bars, which are non-adjustable, are welded to the tops of the fork legs. A well-shaped saddle-tank of approximately 2 gallons is fitted, the capacity of the oil sump being two quarts. Disc wheels carrying 12x4in balloon tyres are fitted. To the rear wheel is bolted a casting which does duty as brake drum and

sprocket, both front and rear hubs being supported on taper-roller bearings. Normally there is only one brake is fitted, but a front brake is standard on the Special ’75’ model and is available as an extra on the ordinary machine. Instead of brake shoes the facing is riveted to the outer surface of a spring steel hand, one end of which is anchored to a fixed point. the other to a spindle which is rotated by a brake arm in the conventional manner. At a point midway along its periphery the band is located by a pin and a single tension spring is hooked between a lip formed in the band and an anchorage on the reaction plate to hold the brake in the off’ position. As the brake is applied the spindle rotates and the band is expanded to press the facing against the drum. According to a road test carried out by a member of the Alhambra Police Department, a ‘Special’ Mustang was stopped from 25mph in 21ft with both brakes and in 39ft with the rear brake only. The police report quotes acceleration from a standstill as: 30mph, 8sec; 48mph, 15sec; 60mph, 22sec. Maximum speed 64mph, the total weight of machine and rider being 404lb. The cruising speed was given as 50-55mph. In the machine used by the police tester a racing camshaft was fitted and compression ratio was 6.5:1. A power output of 10.5bhp at 5,000rpm was quoted. In view of the fact that the Mustang was primarily designed for utility use, quite a sensation was caused at the end of last year when a specially modified model was reported to have registered 100mph in a speed trial held by the Glendale MC at Rosamond Dry Lakes. In the machine used, the capacity of the engine was increased to 22.5in³ (approximately 400cc). A cylinder head machined out of solid Dural was fitted and a combination of methanol and 40% nitro was employed as fuel. A lower handlebar mounting was used and the rider adopted a prone position, lying on a specially constructed platform. Wire-spoke wheels were substituted for the disc type.”

“SURELY THE MOST CURIOUS ‘bitza’ ever built is the ‘Little Jewel’. At a first glance it looks anything but a practical machine but, when the circumstances surrounding its construction are borne in mind, even the most captious critic will raise his hat to its ‘inventor’ for his ingenuity and enthusiasm. The ‘Little Jewel’ was actually built on the Korean front—within 2,000yds of the enemy. Its constructor is a GI named Don Backstrand and it was through his friend, HC Simon, of Allied Motorcycle Sales and Service, Portland, Oregon, that the details reached us. Mr Simon writes than Don was a motor cycle enthusiast for many years, and when he was sent overseas he just couldn’t be without a machine. In a surprisingly short time he had created the ‘Little Jewel’, the frame of which was made out of Jeep hood ‘sticks’. The fork springs were originally recoil springs in 90mm cannon, and the engine began work as an auxiliary generator in a tank; the sprockets were filed by hand from plain steel blanks. The engine has no throttle control and Backstrand relied on a magneto cut-out button to control the speed which, he reported, provided quite a thrill, for the model would do up to 30mph. The ‘Little Jewel’ is still giving good service on the Korean front in the hands of the ‘buddies’ to whom Don bequeathed it when his overseas tour terminated and he returned home to America.”

“SPECTATORS AT THE Scarborough Grand National last July will remember that there appeared a 197cc Francis-Barnett that was both swift and extremely non-standard. Its rider, Brian Andrew, son of Scarborough’s famous Ted Andrew, was well in the picture in his class until a breakdown in the gearbox caused his retirement. The mount was built by Pat Wagstaffe, in Ted Andrew’s workshops, and it began life as a standard ‘Falcon’ with a rigid frame. The rear chain stays were cut and bent upwards, as were the seat stays, the two sets of members being joined on either side of the rear wheel by steel plates, which also form the top anchorages for the hydraulic suspension units…The rear fork is a standard Francis-Barnett unit, modified and strengthened. Bronze bushes pressed into the fork members pivot on a hardened-steel sleeve which is held stationary between the pivot anchorage plates by a long bolt passing through from one side to the other. The suspension units are of early AJS 7R type, with suitable springs fitted. The variation in chain tension is negligible and the wheelbase was shortened by 1³⁄₁₆in. Friction dampers are used on the front forks and an André-pattern Manx Norton steering damper was also fitted, with an anchorage secured to the tank-top. Wide-clearance mudguards, a raised exhaust system, a dual-seat and sundry lightening and weather-protecting operations concluded the construction and this scrambler Francis-Barnett plays a dual role: with its speedometer and QD lighting equipment, it may also be used as a touring or ride-to work machine.”

“ONCE again the plea is renewed to all vehicle owners to fit suppressors at their own expense. Television has been subsidised by sound radio for some years, partly with money which could have gone into improving sound radio. Why, then, should I pay more money for a service in. which I am not the least interested? Let the television enthusiasts subscribe for the free distribution of suppressors to motorists—that much-maligned section of the community which already bears too great a burden of taxation.
RL DARLEY, Chatham, Kent.”

“THE UNFORTUNATE POSITION of the British so-called racing motorcycle has been caused by what may aptly described as ‘TT-mania’. Unquestioning subservience to road racing, and unjustifiably restrictive regulations, have prevented even a 125cc machine from being given full bore for more than a few seconds at a time (there is just nowhere where it can be done), and have effectively barred the post-war exploration, in this country, of every possible means of improving engine performance, which is the major technical object of racing. It is, therefore, hardly to be wondered at that: (1) British aspirants to world records must go abroad for their attempts. (2) They are, consequently, few in number, seldom successful, and even then only in relatively easy and unimportant brackets. (3) All solo and sidecar kilo and mile records, both flying and standing start (the important and difficult ones) are held by foreign machines. (4) A 250cc Guzzi (with sidecar) recorded, quite recently, kilo and mile speeds exceeding those ever officially recorded by any British solo of up to 750cc, or machines with sidecar of any capacity. (5) No British machine of any capacity has equalled the current 350cc solo kilo and mile records held by a German NSU. The negative advertisement value of this has, of course, been duly noted abroad, to the discredit of our industry. The blame for this state of affairs must be shared by the governing body, the manufacturers (of cars also), and that portion of the technical Press afflicted with ‘TT-itis’. For the first and last there is no excuse. The manufacturers, however, would appear to have been seduced by the soporific ‘seller’s market'” which has existed since the last war. This, however, no longer exists, and puerile advertisements which one continually sees displayed will have to be replaced by something with greater appeal to the overseas buyer, to whom world’s records are sales talk. At present he is buying increasingly from Germany and Italy, where a more balanced outlook has furthered the racing development necessary for their machines to occupy the majority of the important brackets in the records list. The combination of an unprejudiced and technically informed Press with the financial resources of this country’s motor and motor cycle manufacturers could, undoubtedly, ensure a suitable ‘all-out’ track, which would help to restore h present unbalance in motor cycle (and car) racing.
LWE HARTLEY, London, SEI8.”

“SWISS MOTORCYCLISTS, through their national federation, are taking practical steps to tackle the problem of exhaust noise. Maybe the shrill cry of the scooter has become too incessant among the Alps of late, but however that may be, we think the idea a good one. The FMS has set up a committee to organise a concours at which different types of silencer will be thoroughly tested, and the military and other authorities are co-operating…36 entries have been received for the trial. It will occupy two days and promises to yield some useful information. Many years have elapsed since such an event was organised in this country, apart from the tests carried out on the occasion of the A-CU’s cyclemotor demonstration last summer. On the whole, present-day motor cycles are much quieter than they were in the mid-wars period and this welcome change was particularly noticeable during last week-end’s MCC Exeter Trial. A Motor Cycling reporter, calling for petrol at an all-night garage on the route, was told by the proprietor that, in regard to exhaust noise, quite a change has come over the event: ‘The motor cycles are very much quieter than many of the cars, particularly the sports models. In earlier days it was the other way about.’ We should not, however, be too complacent: there is still plenty of room for improvement, especially on the latest brand of high-performance two-stroke.”

“ALL MOTOR CYCLES registered on after July 1 1953 must be equipped with suppressors designed to reduce electrical interference with television reception. But the law is not retrospective and hundreds of thousands of vehicles will remain on the roads for many years to come, so its beneficial effect cannot be fully achieved for a very considerable period. The Postmaster-General has expressed the polite hope that motorists not required to do so by law will voluntarily fix suppressors to their vehicles at their own expense. This suggestion will undoubtedly be resented by many motor cyclists, who may reasonably ask why they should be expected to pay for the convenience of another section of the community. We hope, however, that they will accept the plea in a sporting spirit—motor cyclists have the opportunity to set an example of ‘good neighbourliness’ which will ultimately reflect to their credit. Motorcycle dealers, too, could make a valuable contribution towards public goodwill by fitting suppressors to all used machines offered by them for sale. The gesture should be well worth the very small cost involved.”

“SUPPRESSION IS AN UGLY WORD, but used to define a method of preventing interference with radio and television reception by motor cycle and car electrical equipment, it represents, in the opinion of many, a step forward. It is a move which, if my guess is not far wrong, will be accepted with reasonable goodwill by most road users—even though, at heart, many believe that the wireless and television people should, themselves, make some provision to avoid outside electrical interference. Some people, including the writer, made a first acquaintance with suppressor equipment when the Army discovered that MT activity upset the work of wireless operators. And so we all had to interpose in our HT lead a little black tube device with screw-ends. The purpose in life of the black tube was a mystery, but inquiry showed that it acted as a resistance, which explained the symbol it carried, ie, 10,000-15,000Ω indicates the resistance measured in ohms. Motor Cycling’s recent tests have been carried out with magneto-equipped motor cycles in which suppressors at distributor spark-over points, obviously, would have been inapplicable. But, bearing in mind the Lucas dictum, a series of modem-pattern suppressors, introduced into the HT leads of a staff machine at varying distances between the pick-up and the plug points, have been used, and, in all cases, it has appeared that the result has been beneficial—from the radio point of view. Engine performance is quite unaffected.”

“ON A WINTER’S NIGHT—that of Boxing Day, to be precise—43 years ago, the MCC held its first Exeter Trial which started from the Bell Hotel, Hounslow, and returned there covering, in the meantime, just over 320 miles. The event thus inaugurated has remained the classic winter trial, for either cars or motorcycles, in Britain ever since, the series being interrupted only by such over-shadowing calamities as wars and fuel restriction. The first post Hitler-war ‘Exeter’ was delayed until 1949, when 90 competitors entered to cope with the then very-filleted course totalling but 60 miles. In the year following, a full-length trial was reinstated and in 1951 entries had risen to 119 motor cycles and 144 cars. Strictly speaking, 1952 did not have an ‘Exeter’ because the subsequent event took place on Friday and Saturday last, January 2 and 3, and should thus be regarded as the 1953 model. The entry was excellent: 159 solos, sidecars and three-wheelers (note for old hands with long memories—no Morgan ‘tricycle’ appeared in the programme, thus creating a record!) and 166 cars comprised a list of runners 325 strong representing the best post-war support so far. As before, there were three starting points for the 164-mile course—from Guyver’s Garage, Rother Street, Stratford-on-Avon; from a new venue, Old Sheep Market, Launceston; and from the Wheatsheaf Hotel, Virginia Water, the last being regarded as the London end. Common starting time was 10pm Friday. From Stratford, 28 solos, five sidecars and a solitary Reliant three-wheeler were due to start, while 20 solos and a brace of ‘chairs’ had selected Launceston for take-off. Actually 31 left Stratford and 21 started from Launceston. As might have been expected, the most popular starting point was the Wheatsheaf Hotel, with its quota of 77 solos, 24 sidecars and two three-wheelers, of which number only a mere five failed to sign on. The Army participation in the trial, first apparent in 1939, as an officially approved training ‘op’ was keen, and soldier after soldier, commissioned and other ranks, took starter’s orders, although a mild excitement occurred early in the evening when the WD fuel issue vehicle failed to turn up (it eventually arrived, having been to the wrong ‘Wheatsheaf’). No Exeter, of course, would have been complete without that veteran Harley-Davidson sidecar driver, RW. Praill, who

was there with his 10-year-old ohv ’61’ transatlantic outfit of 1,000cc. At the other end of the ‘chair’ range was SH Goddard and his little 200cc Sun-Villiers combination. Of the two three-wheelers starting from London, one was a 21-year-old twin BSA and the other a 200cc Mark B Bond ‘Minicar’—the first occasion that one of these vehicles has competed. And so the London end of the Exeter Trial got under way, on dry roads and with a bite in the air. From here, and from the other starting points, competitors followed routes, each approximately 130 miles long, to converge upon Honiton, in Devon. For the London contingent, followed by one of Motor Cycling’s reporters, there were patches of ground mist between Basingstoke and the half-way check at Wylye, and a certain amount of frost and ice on the roads. Less than 10 miles from Honiton came the first of the trial’s observed climbs, of Pin Hill, lying to the west of the Sidmouth road. Pin Hill, actually, although long and steep, with two sharp corners near its summit, has a good hard surface and sufficient width to enable even the three-wheeler ‘die-hards’ to make a perfect ascent. The only motor cyclist seen to fail was RJ Kelly (125 BSA), who subsequently dismounted and ran alongside his little machine. AI Bailey and RC Hicks romped up on their 125cc Douglas-Vespa runabouts and SH Goddard’s little sidecar outfit never looked like failing. L/Cpl J Stimpson, one of the several Army competitors, made a perfect ascent, despite the fact that his M20 BSA was without lights, and RHH James managed to keep his feet up while trying to nurse an overheated plug in his 125cc Excelsior. E Travers (500 Rudge sc) set the pattern for a run of clean sidecar ascents. Fortified by breakfast, served, in accordance with tradition, at Deller’s Cafe, and with the night run officially concluded, ‘No 1’, RF Lake (500 Vincent) headed the procession towards Dartmoor, leaving the Devon capital at 6am still in darkness. At Crockernwell A30 was relinquished and a left turn sent competitors following direction cards through narrow lanes to the famous moorland beauty spot, Fingle Bridge. Darkness was just fading and the three-quarter moon was dipping behind the shoulder of the

hill when Motor Cycling’s man arrived to find that already a score or so of early numbers had made their ascents, with varying degrees of success…Loose stones and a certain amount of leafmould on the otherwise dry surface caused stoppages for 2nd Lt RFF Lane, Gnr PN Waters and L/Cpl J Godstone (all 350 Matchlesses), L/Cpl J Stimpson (500 BSA), Pte D Ricketts (500 BSA), and Gnr J. Stone (350 Matchless). By now the sun had replaced the moon and though it was cold watching, the scene, in the clear morning light, was enchanting. Only the scents of summer flowers and heather were lacking and to make up for these A Putman (500 Rudge) drenched the woods with the pungent odour of ‘Castrol R’. The first sidecar to essay the climb was a 500AJS in the hands of DS Campbell. A little less pressure in the rear tyre might have helped him to find more wheelgrip. Using one of the old spring-steel-type chassis on his 500 Rudge, E Travers made a very good showing, and then came that MCC stalwart, RW Praill. After some difficulty in getting away from the starting line he swept round the first bend in spectacular style, but his huge engine had more power than the rear wheel could cope with and the mighty combination stopped half-way up the hill. A very good climb indeed came from PGM Harris (1,000 Vincent sc) and JH Hodge (500 Ariel sc) was also noted as excellent. When it was his turn to try the climb SH Goddard found that he needed to adjust the clutch of his Sun-Villiers outfit, which had already suffered a severe buffeting when a collision occurred with a cow during the night on Salisbury plain. Using standard touring outfits, WE Rose (” Norton Dominator sc) and MG Newton (500 Triumph sc) both showed onlookers how it should be done. Via Moretonhampstead, the route led to Waterworks Hill, a narrow, greasy trench-like little path running up a bank beside the dam of a reservoir. Half-way up the track was a stop-and-restart test which was not by any means easy. Then, in another nine miles, through Bovey Tracey and llsington, came that hoary ‘Exeter’ terror, Simms Hill. Except for a smearing of mud on the approaching right-hand sweep there was a dry path all the way up but even so, many competitors found the steep gradient too much for them, especially as each ascent had to be made from a standing start. The crowd was early treated to some excitement when the sidecars arrived. First Harris tore up on his Vincent and all but tipped over backwards when the sidecar body parted from its front securing bolts and reared upwards. But, as one man in perfect unison, driver and passenger threw their weight forward and brought down the aviating coachwork, to continue ‘clean’ to the summit. The only other ‘chair’ driver to bring off an unpenalised climb was Hodge and he and his passenger up-turned the outfit just as they reached the end of the section. Among the general run of the solos the standard of riding varied considerably—from the polished ‘flat-in-two’ attack of the ‘comp model’ rider to the nervously hesitant attempt of the obvious first-timer. That is a feature of the ‘Exeter’ to which all regular spectators are accustomed. But few, it is imagined, were prepared for the ‘fireworks’ provided by the two Douglas-Vespa riders. First, with a calico-tearing scream reminiscent of a Gilera ‘four’ came AJ Bailey. Round the. first bend he swept at tremendous

speed and was going like the proverbial ‘clappers’ when his small front wheel slid away on a patch of mould and he had to foot vigorously to keep upright. Hardly had the lookers-on ceased their cheers for a splendid non-stop effort than RC Hicks flashed into view, his 125cc engine turning over at an even greater rate. With the front wheel making only occasional contact with the ground and the rear end snickering from side to side like the tail of an agitated drake, the little runabout rocketed upwards and no better clean climb of Simms was seen that day. From here the route began its homeward trek, with Strete’s Hill, near Ottery St Mary, tackled next and then Knowle Lane, three miles out of Bridport.Strete’s is about a quarter of a mile long, running up the side of a wooded hill and getting steeper towards the top. An easy left sweep halfway up required little negotiation; newcomers, particularly the sidecars, found thawed-out greasy conditions that called for a gentle throttle hand to prevent wheelspin…H Mawson, casually smoking a cigarette, took his 350 AJS up in exemplary fashion, and JH Hodge again came out amongst the best of the ‘barrow boys’. Of the entry from the Army not all showed equal skill, but all tackled the exercise with admirable determination. Some, it was thought, might have done better with a little less air in the tyres, for they were afflicted with wheelspin unusually early in the proceedings. L /Cpl A Jobb (350 Matchless) was perhaps best of the team from. the 6th Bn RAOC, and L/Cpl JSH Bray (350 Matchless), from the same unit, got a cheer from the crowd. At Creekmoor, seven miles out of Bournemouth, came the final time check, and thence it was straightforward going to the finish at Bournemouth’s Grand Hotel and the end of one of the pleasantest ‘Exeters’ ever held, and certainly the kindest from the weather point of view.”

MOTOR CYCLING STALWART Bernal Osborne described the ‘post war’ dream bike he’d designed 10 years earlier with his flatmate Bob Sayer: “Bob was a skilled engineer and both of us were motorcyclists. The friendship continues to-day. ‘Young Bob’ is my godson—that is the way of things…Sayer, when his room-mate had finally gone Armywards, actually made a number of patterns and castings. Three years afterwards they were destroyed by a Hitler rocket…the Sayer-Osborne idea demanded almost complete supersession of then existing British motor-cycle design—not just for the sake of being clever, but for the reason that (so we thought at the time) if the motor cycle was to endure, it would have to sever its long relationship with the bicycle…The engine, planned as a 500cc would have to he efficient, simple and compact. Bob had a soft spot for the slogging-quality plus high-speed performance of the Ford V8. So we mentally chopped one in halves and made a V4…Details of the 90° engine should include mention of the almost-square bore-and-stroke dimensions (about 52x57mm), giving low piston speed at the fairly high rpm envisaged as being forthcoming from the well-designed (we thought at the time and still do) side-valve-type combustion chamber. We adopted a fine idea, that of the hydraulic tappet, promising ourselves a measure of mechanical silence hitherto undreamed of in the motor cycle world…The frame was visualised as a structure of light-gauge welded pressings. Cross-sections of the various channel, and box, frame components are shown in Sayer’s side-elevation drawing. The lower frame section is designed to be jointed and detachable at points ‘A’ and ‘B’ and, with it, can be withdrawn the entire engine-gearbox unit. Frontally the top, main pressings are riveted and welded à la Zündapp or Coventry-Eagle and accommodated in a central petrol tank recess is a battery and glove, or tool, cubby…Though the phrase had hardly been coined in 1941, dual-seat equipment of an advanced type was featured. Let the ‘moderns’ note that here we had no rubber-covered metal pressing, but individually sprung front and rear seats, made as a unit, for rider and passenger. How could either of us have known in 1941 that within the span of a decade the majority of British manufacturers would have relinquished rigid frames and that, in some cases, after a trial period with plunger springing, they would rift over to the swinging-fork theme, not only in Britain but in the BMW ‘fabrik’ at Munich too…the telescopic fork vogue was destined to sweep the world like wild-fire so soon as hostilities were finished. Working without that knowledge, Bob and Co sought something even better than the only telescopic fork of which they had knowledge—that of the BMW. The result of much cogitation…the forks are pressings, rigidly mounted and forming a lower pivot point for swinging-link arms…Then we ” clad the thing, and, having no precedent as a guide, I think we rather overdid the enclosure business. Perhaps we drew unduly on the Francis-Barnett ‘cruiser’, a model of which I then happened to own. Note the ‘turn-screws’ used to secure the tail, the engine bonnets and’ exterior tank panels…”

HUGH PALIN BECAME director of the Manufacturer’s Union which is still in business as the Motorcycle Industry Association. He was still in post when he and I were invited to Newcastle for a Tyne-Tees TV panel on motor cycle safety. As we were sitting with a local dealer and a BMF rep waiting for the star, a make-up girl scurried over to Hugh to pat some powder on his bonce, which was reflecting the studio lights (fair enough, Hugh had as much hair on his head then as I do now, which is very little). But, noting that he was sitting ‘to attention’ she gushed “Now then Hugh, no need to be nervous!” He was too well mannered to tell her off but it’s a pity she hadn’t read the Green ‘Un’s 1953 report on the new MU boss: “To begin with he is just 40 and was destined for a career in the insurance world. [He] was still studying for his final examinations when the war broke out. He had then been a Territorial, in the Westminster Dragoons, for a matter of a couple of years, and after being called up as soon as hostilities broke out, he served in the Royal Tank Regiment, being demobilised in the autumn of 1945. His duties took him to North Africa as well as Western Europe, and he was awarded the MBE for services in the field with an armoured brigade in the Normandy landings, leaving the Army with the rank of major. He still serves, however, in the Territorial Army, being, in fact, second-in-command of the Warwickshire Yeomanry.”

CANADIAN SPIKE RHIANDO, who is making an attempt to ride from Algiers to Capetown in record time on a Scootamobile, a semi-enclosed scooter of his own design and construction, is believed to he somewhere in the Sahara. In a letter to his wife he reported that all was well during his two-day run from Le Touquet to Marseilles, though the weather had been bad and he was delayed at Marseilles through grounded aircraft. He expected to he away to Algiers in the early part of last week.”

“AS AFRICA’S PREMIER motorcycle classic, the PE 200 ended at Port Elizabeth, South Africa, on New Year’s Day, with three new track records established, the consensus of opinion among nearly 30,000 spectators was that the experiment of running three 72-mile scratch races, instead of the former 144-mile handicap, event, had been a big success. A good deal of the credit for that success must go to 37-year-old Borro Castellani from Nigel, Northern Transvaal. The tough, veteran speed ace, who was once termed a ‘real wild man of the track’ but who, in fact, is a courageous and skilful rider, brought thousands of fans to their feet as he more than made up for his own bad luck. Castellani, a building contractor who has been a top-flight racing man for more than 15 years and is probably South Africa’s most spectacular performer, built up a big lead of something like half a minute in the first, eight-lap, 72-mile event, which was for 350cc machines. In one rip-roaring lap, tilting his 7R AJS low on the corners and trailing his left foot, he set up a new 350cc class record for the famous 9-mile WM Gray Circuit, with a 5min 48sec lap, equal to an average speed of 93.10mph. For more than 65

miles he was well ahead of the other 25 men in the event. Then, in the last lap, his engine unaccountably petered out. He got his machine re-started but only after losing so many precious minutes that he finally came in 12th. But the crowd had not seen the last of the ‘Man from Nigel’. In the last of the three races, the 500cc contest, he was off like a flash on his ‘Featherbed’ Norton, and 29 other contestants were soon strung out behind him. Again he established a new track record, at 99.69mph. Then he rode home an easy winner, having completed the 72 miles in 44min. The crowd roared his name, the autograph hunters blocked his path and then, revealing his genuine modesty, this grinning, black-haired veteran of the track. who rode second in the PE 200 in 1952, retired behind the pits until called to the winners’ booth. He had beaten the two reigning joint national champions of the 500cc class—3I-year-old Rudy Allison of Johannesburg’s Phoenix Club and grey-haired George Anderson of Cape Town, brother-in-law of South Africa’s overall speed champion, Vic Procter—who had battled hard for second place, right to the finish when Anderson managed to build up a slight lead over his friend and rival. Another reigning champion, 27-year-old garage proprietor ‘Boet’ Ferreira, also a member of the Phoenix Club, Johannesburg, who has topped the lightweight class lists in South Africa for the past three years, sped 72 miles to victory in the 250cc event. Though he has more than 25 victories to his credit, Ferreira has never previously raced in the ‘200’, but he seemed confident from the start and had soon set a new lap record for 250s at an average of 81.61mph on his 18-year-old Velocette. Behind Ferreira, in second place in the 250cc race, came his clubmate Eddie Grant, also on a Velocette, winner of last year’s ‘200’. Grant lost a foot-rest on the fifth lap and put the brake pedal out of action. Then, on the sixth lap, his front mudguard started coming apart, and he had to stop to remove it. By then Doug Holmes, also from Johannesburg, had passed him, on another Velocette, but Grant managed to get back into second

place before the end of the race. The two who came in immediately after Holmes had fully earned their places. Dennis Spencer, 28-year-old motor mechanic, well-known in Natal hill-climb events, had turned New Year’s Eve into a busman’s holiday by battling, with his two pit attendants, Vic Mobey and Ted Lucey, to get his four-year-old Velocette into shape, following big-end trouble. All three were up almost all night before the race fitting replacement parts borrowed from Ferreira. Behind Spencer, 57-year-old Frank Cope, second oldest man in the race and Britain’s only representative, came in fifth. The 350cc race, in which Castellani relinquished the lead as a result of engine trouble, was won by 30-year-old East London engineer Henry Theron who has been in every PE 200 since the war. After the race, Theron said: ‘I was doing my damnedest to reach Castellani. My gear slipped out while I was changing-up at the end of the Uitenhage Road stretch. WA Gwillam passed me but I stuck to his tail and then managed to pass him.’ WA Gwillam, who came second, was the winner of the ‘200’ in 1951. Third was RM Travers, of Maritzburg, whose average speed of 89.5mph for the whole race put him about a mile behind Gwillam.”

“”THANKS TO THE co-operation of the Little River Shire Council, the Australian TT, organised on December 26 and 27, 1952, by the Harley Club of Victoria, became the first motorcycle race ever to be held on the public roads of the Victorian mainland. At its own expense, the council sealed over 1½ miles of road so that tarred surfaces formed the whole of the 4-mile 18yd circuit, which included a section through the main street of the town. Little River lies just off Victoria’s main south-western highway, about 30 miles from Melbourne. This was the first time for six years that the event had been held in Victoria, since it is organised annually by each state in turn, and Victorian riders won five of the seven events. From all accounts, the meeting scored an immediate hit and the sport has gained a large number of new enthusiasts in consequence. This was the kind of racing in which Australians have shown themselves to be such experts. In particular, the two-day meeting will be remembered because it threw up not a few new names which, according to well-informed opinion. will make, no mean impact upon the world of road racing. Among these outstanding, riders at Little River was the almost unknown George Scott, the Perth, Western Australia, jockey of a 7R AJS in the 350cc race,

who, much to everyone’s surprise, led home the redoubtable Maurice Quincey (Norton) by 100 Yards to take second place behind the New South Wales newcomer, Alan Boyle (Velocette). Boyle’s machine was Ernie Ring’s works KTT and its victory gave special pleasure to at least one member of the audience who had come a long way to see the meeting—Mr Jim Edwards of the Velocette factory. Scott also showed his ability to handle a bigger model by bringing his GP Triumph into third place in the Unlimited TT race the following day, only 16sec behind yet another new star in the Southern Cross of racing—J Ehret. The last-named was riding the Vincent Black Lightning which came to Australia with Tony McAlpine. Weighing just over 7 stone, S Willis brought a Lightweight cammy Velocette of his own construction from New South Wales and put his plate up by winning the 250 TT, while Queenslander W Anderson, riding a ‘Featherbed’ Norton in the Senior TT, opened the spectators’ eyes by sharing fastest lap of the meeting, 3min (80.20mph) with the winner, Quincey. In fact, he did it twice. A victory was scored in the Senior sidecar race by F Sinclair’s twin Vincent, modified by Phil Irving and sleeved down to 750cc.”

“THERE IS A RE-AWAKENING of interest in road racing in the USA and these winter months, when the enthusiasts can do little except conduct ‘hot stove leagues’ during which past events are reviewed and plans for the future are discussed, there is much- talk of hoped-for races on closed-off public roads. Actual developments, outside the realm of pipe dreams, are the 50-mile championship event to be held this summer on a road circuit near Johnstown. Pennsylvania, and, of course, the annual meeting on the one-mile circuit at Laconia, New Hampshire. There is no possibility of another 100-mile race being run in the New England area. Already Daytona’s three-race programme is the subject of much speculation. The main race is the national 200-mile, championship, and the others are the 100-mile amateur event and special 50-mile ‘consolation’ race for those who should have taken part in last year’s rained-out 100-miler. Accord to all reports, the ‘beach classic’ promises to be a battle between riders of British vertical twins—BSA Star Twins, Matchless G45s, Norton Export Dominators and Triumph Tiger 100s—but there is always the possibility that the Harley-Davidson factory will spring a surprise with some of its new KR 750cc side-valve racing machines, while the old-type Manx Norton still in the hands of several riders cannot be discounted, in a race which covers 200 miles.”

“THE ANCELL RANCH RUN, held near Wichita Falls, Texas, attracted an entry of 94 and was held entirely on the 14,000-acre Ancell Ranch, where the terrain varies from mud-holes to sandy desert. The method of determining the winner is unusual. The riders are informed that they should finish sometime between 1am and 3am, then a ticket is made out for each minute of the two intervening hours and there is a ballot. Whoever finishes nearest to the time drawn from the hat becomes the winner. On this occasion it was Jack Williams, of Abiline, Texas, on an Indian Warrior. The meeting finished with a typical Texas barbecue and a ‘rocket run’, in which ranch owner ‘Bull’ Ancell hid himself way out on the ranch and fired rockets into the air. First man to reach him was Bill G Williams, on an Indian Brave.”

“THE AMERICAN RED CROSS and the AMA have jointly created an emergency blood transport service, it having been proved that a motor cycle can go anywhere in less time than any other land vehicle. As human blood is rather sensitive to being shaken about, some fears were expressed about its condition at the end of a fast ride, but modern spring frame machines were used for the tests and the plasma suffered no harm.”

“THE SPRINGFIELD, OHIO MCC has undertaken the task of ridding the area surrounding its town of all out-dated signs and posters and, in the first few weeks of its effort, has accounted for several thousand ragged signs.”

“EXHIBITORS IN THE 36th International Brussels Motor Cycle and Cycle Salon are jubilant, and justly so, over the initial success of this year’s display. Like Earls Court, the building devoted to motor cycles and cycles has a gallery: previously it has not been needed but this year, so great has been the demand for floor space, that the upstairs department has also been well filled. Yes, the visitor walking up the entrance steps into the main hall is certainly greeted with a fine spectacle—and to report on what there is to see let us make the grand tour as any ordinary visitor would. As soon as he comes into the body of the building he is met by the displays, located side by side opposite the doors, of Belgium’s two leading motorcycle factories—FN and Sarolea—and both have something new to attract his attention. FN, for instance, have augmented their range of big side-valve and ohv models with a brand-new two-stroke, a type that has appeared only once before, in 1930, in the long history of this, one of the oldest concerns in the motor cycle industry. The new

model, Type 22, is a 175cc job designed to put FN in the keenly competitive small-machine class. As you would expect, it is extremely well made and, though it possesses some unusual features, it is a clean straight-forward motor cycle with no fancy frills. A four-speed, unit construction motor operates on the twin piston, common combustion chamber system. The diameter of each bore is 45mm but at 57.5mm the stroke of the rear piston is 2.5mm greater than the front. This is brought about by mounting the front piston on an auxiliary connecting rod, knuckle-jointed to the rear master rod. The two-port cylinder block is slightly inclined forward and has an alloy head; contained within the box-shaped crankcase-gearbox unit is the contact breaker, 35-watt Noris dynamo and the coil, the battery being fitted below the saddle. Petroil lubrication is used and the unit is supported in a loop cradle frame with a swinging-fork rear springing system controlled by Girling double-acting spring units. Variable rate springs are used in the front teles. A multi-plate metal-to-metal clutch transmits the drive and the wheels have finned alloy central-hub-type brakes. Two models are being marketed, the Standard and the Luxe, both finished in metallic blue. The chief differences are in the silencers, in

the extent of chrome plate and in the polished finish to some of the alloy castings. The price? About 21,000 Belgian francs (approx £150). The rest of the FN range embodies minor detail improvements and the 500cc parallel twin, first shown last year, is due go into production very shortly. Sarolea’s latest offering is a larger version of the pretty little L’Oiseau Bleu two-woke, which made its debut last year with a 125cc engine. The new Regina model has a 198cc motor with built-in AC alternator lighting equipment. It has central-hub-type brakes (the rear hub incorporating a rubber block type shock absorber) and the foot-operated three-speed gear is in unit with the crankcase. Rear springing is by vertical plungers and telescopic forks look after the front. The big ohv models are all on show and the handsome 500cc ohv parallel twin Atlantic now has a bigger brother in the 600cc Major. Next along the gangway are to be found another famous Belgian concern, Gillet-Herstal. Their very popular 250cc ohv model has grown into a 350 called the 4-TC and having swinging fork rear suspension with Girling units. There is also a new 175cc two-stroke with plunger rear springing, central drum brakes and other modernities. Gillet also exhibit French Bernardet scooters fitted with 125 and

250cc Gillet engines. A fourth indigenous manufacturer, Socovel, is next door. On this stand are shown the neat pressed-steel framed, 14in-wheeled, Villiers-engined, rear-sprung velomotors that first appeared last year, and also the Socovel versions of the well-known Jawa single- and twin-cylinder two-strokes. Close to these local makes are the stands of BMW and Puch and the Dutch Sparta people, and on the last-named are to be found examples, as elsewhere in the show, of the new Villiers 8E engine unit. This closely follows the pattern of the 200cc 6E, the main external differences to be noted being a more streamlined chaincase, a slightly shorter inlet stub, the new single-lever carburetter and more finning on the cylinder barrel. A range of French Peugeot lightweights is in close company with German TWNs and Italian Guzzis. And then the visitor comes to an interesting newcomer from another very old Belgian concern, the Minerva Company, of Antwerp. Famous in very early days for their motorcycles and engines, and later for their sleeve-

valve cars, Minervas have entered the scooter market and show what appears to be a very soundly designed two-seat job which is powered by a 175cc MV Agusta two-stroke-engine-transmission unit. MVs themselves have a selection of scooters and ohv and two-stroke machines including an ingenious model in which the swinging fork is mounted direct on to the engine base, the pivot point being forward of the crankcase at the base of the front down tube. Telescopic spring units at the extremities of the rear legs are damped by a, shock absorber anchored below the saddle at its top end and above the gearbox at its base. Further down the hall are located Royal Nord, who have a particularly attractive velomotor powered by a 50cc two-speed-clutch engine unit of their own make. Bigger models are fitted with Maico and Gillet engines. From their factory at Alost, Lion Rapide bring a range that includes Villiers, Ilo and FN power units, the last-named model having a swinging fork rear suspension system controlled by Girling units. The model 100 employs the latest Villiers 4F 98cc unit. In close proximity at the far end of the hall is a big German group dominated by NSU, who give pride of place to the only recently introduced Max model, which has ohc gear operated by three levers working on eccentrics. With a 250cc engine, it is priced at 32,130 francs. Kreidler velos, Phoenix scooters, Victoria, Horex, Meister, Hoffmann, Adler, Maico and Bauer are all represented in this section and the last-named show an unusual

250cc ohv with push rods at the front of the cylinder and the inlet and exhaust ports are parallel at the rear. Along the side aisles are to be found, among many others, Ducati (whose Cruiser fluid-drive ohv job is the last word in scooters), Lambretta, Zündapp and Rumi, who show their new twin-cylinder ohc racer along with their very unusual twin-cylinder two-stroke touring and sports models. DKW also feature a racer with the tourers—the three-cylinder 350. Vespa include George Monneret’s Cross-Channel floata-scooter; Motobecane include their Paris Show sensation, the twin 350 with the plugs facing front and rear, and Alpino, Flandria and Novy all offer nice looking lightweights, the Novy people having a 125cc Villiers-engined machine ticketed at 12,500 francs (£90). Terrot scooters, DMF Ilo-engined velos, Hurtu cyclemotors and Walba scooters—they are all here making up the colourful display. But before we leave the ground floor, mention should be made of the Steib hydraulic sidecar brake. This consists of a miniature Lockheed-type master cylinder ‘in series’ with the rear brake rod. A flexible duct connects with the piston-operated sidecar wheel brake to make a very practical fitting that can be applied to almost any outfit. In the gallery are to be found such well-known

names as Tornax, Omega, Ardie, Durkopp, Mars, Eysink, Bianchi, Gilera, Rabeneick, Whizzer, Ratly, Csepel, Indian, Harley-Davidson and Precision Sidecars. From the Chemnitz (Russian Zone) former DKW factory, the Ifa people have sent along their interesting flat-twin 350cc two-stroke, with shaft drive and plunger springing, which is listed at 34,000 francs. Next door to the Parilla stand, which on opening day was the only one empty, are the Swiss Universal twins and there is a host of less well-known makes, featuring mostly Ito, Sachs or Ydral engines. A big British display is scattered over the hall. Velocette and Norman are in the gallery; Vincent, Panther and Excelsior are located on the side lines, while Ariel, BSA, Francis-Barnett, James, Matchless, Royal Enfield, Sunbeam and Triumph are there in force is the main aisles. The Royal Enfield Meteor and Ensign models and the Triumph Terrier, all being fresh from Earls Court, are a big attraction and many are the admiring comments, for Belgium, although only a small country, is astonishingly motor cycle-wise. Latest returns show that there are now approximately 200,000 registered motor cycle owners among a population which is under 10 millions—about one machine to every 50 people. A large proportion of the 200,000 are scooter owners but Belgian riders are by no means conservative and there appears to be a good market for all classes of machine. Certainly, with a strong home production and 12 foreign countries competing for their favours, Brussels Show visitors have an almost infinite variety of selection.”

THE FIRST PUBLIC transmission of television in Germany was on Christmas Day. Three days later there was a 45min programme on motor cycling, with Otto Daiker and Werner Haas, NSU racers, Ewald Kluge, the DKW exponent, and Georg (BMW) Meier all in the Hamburg studio with their machines.”

“WHILE, FROM FEBRUARY 1, the majority of leading petroleum distributors in this country are to market a No 1 fuel at 3d a gallon above existing prices, plus a standard grade at ‘Pool’ prices, the Esso Petroleum Co announce two better-quality fuels, ‘Esso Extra’ and ‘Esso Mixture’ at 4d and 2d respectively more than ‘Pool’. Current prices vary between 4s 2¾d 4s 3¾d.”

“FURTHER TIDINGS OF Spike Rhiando, who is attempting a record journey to the Cape with his Villiers-powered Scootamobile, told of unusually bad weather encountered in North Africa during the first week of the journey. Later news of his progress came from Blida, situated on the foothills of the Atlas range, where snow falling amid orange groves contributed to the freakish conditions. A message brought back by other trans-Sahara travellers was received in London last Saturday and indicated that serious trouble of a mechanical nature had been encountered during the desert crossing and that the rider was suffering from exposure due to the extremely low night temperatures.”

“FOR THE THIRD YEAR running, a concert party composed of Wolverhampton MC members styling themselves The Con Rods put on a first-class show. Billed as ‘Trialing Times’, the entertainment was staged at the Beardmore Hotel, Wolverhampton, on January 14, and the varied programme attracted an audience which more than filled the hail to capacity.”

“TO INCREASE MANUFACTURING space, Francis and Barnett have completed negotiations for the purchase of a freehold factory in Coventry. It is hoped to start production at the new premises, which offer floor space of more than 13,000ft², in the immediate future.”

“ARE SPRING FRAMES really necessary on lightweights? Evidently the majority of riders are all in favour of this refinement. About 75% of the demand for the BSA Bantam is for sprung-heel models. More than 80,000 of these machines have been sold—about 60% of the 125cc motor cycles exported from this country have been Bantams.”

“HYDRAULIC LEGS AND rear-suspension systems manufactured by Mackenzie Motor and General Engineers of 35, Sunderland Road, Forest Hill, SE23, have been supplied mainly to dealers and ‘spring heel’ specialists for the past four years, and have featured on machines in such diverse events as the TT, ISDT, North vs South Scramble and even the Ceylon and Daytona road races. The hydraulic legs—which are now available from stock, price £5 17s 6d per pair, post free in Great Britain—are constructed from solid cold-drawn weldless steel tube. They can be obtained in various sizes with from 3-4in of stroke suitable for any type of machine from 125-1,000cc. Various rates of springs can be supplied, according to the type of machine and the use for which it is intended; and different rates of damping can easily be achieved by oils of varying viscosities. An external filler hole and screw is provided in each leg to allow the oil level to be checked, and, if necessary, topped up, without difficulty.”

“AN INTERESTING PROJECT is in course of development by the Myford Engineering Co of Beeston, Nottingham. This concern manufactures, among other tools, the well-known ML lathe, and their plan is to supply part-finished components for a 50cc twin-cylinder two-stroke engine, enabling the owner of a Myford lathe not only to set himself a first-class practical lesson in machining, but to have, when the work is finished, a rather unusual type of power unit ready for attachment to his bicycle. Clearly, the cost of the end product, manufactured under such a do-the-work-at-home scheme, is likely to be but a fraction of the figure normally paid for a similar engine commercially produced and marketed.”

“THE TYPE OF reliability trial run in Germany would appear to fit a rider for the ‘International’ better than do our one-day, or more usually half-day, events. I have just been reading about the ADAC’s 10th annual Midwinter Trial, which starts from Garmisch-Partenkirchen and is run on rather similar lines to the National Rally. It lasted for 24 hours, starting at 9 on the morning of January 10, and the schedules varied from 30kph (l8½mph) for 125s and 250cc sidecars to 55kph (36½mph) for over-350cc solos which meant that, with snow-covered roads, some fairly steady motoring was needed to gain maximum points. Not without interest is the fact that the only four scorers of maximum points among the 71 finishers in the motorcycle classes all used a sidecar to prop the model up. Two of them were on 250cc outfits —an Ardie and Victoria two-strokes, for which the schedule was the same as for 125cc solos—and the others used 600cc BMW and Zündapp outfits; their 45kph schedule being the same as for the 250cc solos.”

“SOME BLACK LOOKS have been cast at the cyclemotor…It is not one, for example, which appeals to operators of public transport services; the upward spiral of bus and train fares is inciting people to acquire private transport on a scale which has begun to alarm them. So much so that our associated journal, ‘The Commercial Motor’, recently reported that many traffic managers have already had a ‘foretaste of mass solo travel…and know to their cost its disruptive effect on the transport organisation’. Clearly a very astute section of the business community is closely watching the development of the cyclemotor and sees a big future for it.”

“OVER A PERIOD of more than 30 years there has been continual concentrated effort in the 500cc class, while interest in the over-500cc classes was waning before the war and has scarcely been revived since. The 250 and 350cc short-distance records, once British preserves, have been pursued successfully by German and Italian factories since the early ’30s, and the 175cc class—originally French, then German-dominated—has been completely eclipsed since the war by the 125cc, thanks to attention devoted to record-tweaking by Italian scooter manufacturers. Most neglected class of all has been that for 100cc machines, in which all records have now been surpassed by the Italian ’75s’, while a purely post-war phenomenon is the establishment of records for 50cc midgets. In the passenger machine field, now streamlined into 350, 500, 750 and 1,200c combined three-wheeler classes, a 500cc NSU outfit holds the ‘World’s Fastest’ title, at 154mph, against its solo stablemate’s 180mph, but the most amazing achievement of all is the ‘runner-up’ position of

Cavanna’s 250cc Guzzi sidecar outfit which, in averaging 137mph over the kilo, equalled the late Eric Fernihough’s pre-war ‘fastest sidecar’ figure, achieved on a 1,000cc Brough-Superior, and beat the fastest post-war 350cc outfit. With one exception—the 750cc German Goliath, which gained a number of long-distance records—there have been no attempts made with cyclecars since the ’30s, but even then, capacity for capacity, the sidecars were generally beating the trikes. Oldest standing records—with the lowest speeds—are Jim Hall’s 35mph 5km and 5-mile figures, set up at Brooklands in July, 1929, on a 75cc Rocket-JAP; the latest are the long-distance three-wheeler records—some of which beat previous 500, 750 and even 1,200cc. class figures established by Rod Coleman, Bill Doran and the Monnerets at Montlhéry, last October, on a 350cc three-valve AJS hitched to a Blacknell sidecar. There are 504 recognised records ready to be beaten—ranging from 50cc solo to 1,200cc three-wheeler and from 1km to 5,000km and 1 mile to 3,000 miles in distance, and 1hr to 48hr in time. Of these, over the longest distances and periods and mainly in the smallest capacity classes, 67 have yet to be attempted. In the early ’20s, record-breaking by machines of less than 100cc had never been thought of, and when 1923 opened there were only 163 figures standing But of these no fewer than 140 had been set up on British-made machines. American big twins had gained 11, and France—the first country to explore the possibilities of breaking records with small-capacity solos—had seven entries in the book. No German factories figured in those days, but the

then revolutionary Garelli two-stroke, the first successful ‘split-single’, had won seven titles for Italy. British-made machines now hold only 100—no fewer than 82 of which are to the credit of AJS—of the 437 current records which almost half, 218 to be exact, have been made on Italian machines, the-most successful factory being Moto Guzzi, with a round 100 records in the bag. Germany can claim 66; France 42; Austria five; Belgium four, and Argentina two. Does this mean that, as a nation, we have lost interest in the record attempts? I don’t think so. One has only to talk to Noel Pope or Bob Berry to realise that the enthusiasm is there, and the comparatively few—but always successful—visits to Montlhéry made by the AJS, Norton and Vincent folk since the war have shown that When they choose to do so, British factories can produce the machines for the job. But the need for going to Montlhéry, or to a German autobahn, if really fast work is to be attempted, may be one reason why Britain does figure less regularly in the records list than in the past, for the loss of Brooklands most have had its effect. However, too much significance can be—and has been, on more than one occasion—attached to the disappearance of the old Weybridge ‘saucer’. It would not, after all, have been a very suitable place for trial-and-error tests with the 180mph NSU ‘World’s Fastest’ machine! Probably the biggest single factor

in the falling-off of British interest in short-distance attempts has been a shyness to use the elaborate streamlining or complete ‘shells’ favoured by the Germans and Italians. In the British heyday in the records field—the mid-‘twenties—riders like Victor Horsman, Bert Denly, Bill Lacey, Dougal Merchant, Bert le Vack, Wal Handley, Freddie Hicks, Claude Temple and DR O’Donovan went for their titles on models which were virtually race machines stripped of all ‘non-essentials’ and run on a witch’s brew of alcohol and ether, They’d scarcely heard of’ ‘blowers’ and would have been amazed to learn that a wind-tunnel would come to be almost indispensable to anyone out for the ‘flying kilo’. The BMWs came on the scene in 1930—supercharged 750 cc transverse twins and far too fast for comfort! So, when he pushed the ‘World’s Fastest’ title to 137.32mph at Arpajon that summer, Joe Wright had boosted the power of his 0EC-Temple-JAP by fitting a supercharger. A month later, nevertheless, Henne had passed him—by a mere .31mph admittedly—and the writing was on the wall. Wright countered at the end of that year with one of the most remarkable efforts in the history of the ‘kilo’, topping the ‘150’ mark along the Carrigrohane straight, which nowadays forms one leg of the ‘Munster 100’ circuit near Cork. An improvement of over 12mph in a matter of months—needless to say, the big JAP engine was again supercharged. Then, using more complete enclosure than had ever before been attempted on a motor cycle, Henne got

back on top in 1932, and by the end of 1936 had put the speed up to 169mph. By then he was using a 500 instead of a 750, presumably because, with improved streamlining, he could get all the power needed from the smaller engine. British hopes centred upon one man, Eric Fernihough, who was preparing a Brough Superior in his garage at Byfleet, and who was experimenting with cowling for the front forks and the bottom-half of the engine and with a streamlined tail. And at Gyon, in Hungary, on April 19, 1937, ‘Ferni’, after months of painstaking work, succeeded in regaining the title for Britain—but with no more than a .76mph improvement on Henne’s speed. And before the year was out the German ace, backed by the resources of a large factory and by a [Nazi] government anxious to to increase national prestige, had done still better by clocking 173½mph. Fernihough wouldn’t give up! He returned to Gyon the following April and, after waiting around for some days for a cross-wind to abate, he made the attempt which cost him his life. After that the record stood, until another April, in 1951, when Wilhelm Herz, fully encased in one of the most perfectly streamlined machines over produced—the German NSU twin, again only a 500—recorded 180mph on the Munich-Ingolstadt

autobahn. In Its way, this striving to cover a single kilometre faster than ever before tells the story of all record attempts. Increasingly, aerodynamics have played a hand in the results. From cowling there has been a development towards complete enclosure, then to the ‘egg’, pioneered by DKW when gaining 175 and 250cc solo records, and when seeking the 600cc sidecar title before the war, by Gilera when Piero Taruffi set the still-current one-hour solo figure of 127½mph in 1939—again on a 500—and carried to its extreme in the Lambretta scooter, the ill-fated 125cc MV and the 75cc Guzzi. The last them have all had small wheels and the rider lies virtually prone, so enabling a form to be used for the shell which closely parallels the fuselage of a modem aircraft. Cavanna’s sidecar outfit, too, had contours reminiscent of aircraft rather than motor cycle practice. Undoubtedly, streamlining now plays an extremely important part in motor cycle record breaking. Taking the flying kilo as a standard for all capacity classes, I have plotted speed increases throughout the years, and in every case, where there is a sharp upward trend in the later period, an ‘egg’ provides part, at least, of the explanation. Hw high, I wonder, will the ‘World’s Fastest’ soar when a bold enough spirit is found to lie prone inside a 20-in-high shell which houses a blown 500 instead of a 75cc two-stroke or a 125?”—Cyril Quantrill

“THERE IS NO DOUBT that the method of splitting the course into two ‘loops’ paid dividends in the 32nd Colmore Cup Trial. This it the first time that ‘Sunbac’ have, post-war, applied this procedure and the organisers must have been gratified to find the last competitor returning on schedule to Shipston-on-Stour; the start and finish of the event. In addition, the first man was dispatched at 9.01am and the early start, together with the fact that the number of competitors using the course at one time was doubled, overcame the difficulty experienced in post-war years of getting the last rider home in the daylight. A narrow margin of one mark decided the destination of the Colmore Cup, and GL Jackson (350 AJS) beat VM Young (350 Royal Enfield), losing only three points during the day. A far more decisive win by Arthur Humphries (500 Norton sc) left no doubt as to the destination of the William Watson Shield for, losing only 58 marks, he was well ahead of the runner-up, P Wraith (500 Ariel sc), who lost 83 marks, on a course not by any means kind to the three-wheelers. A firm decision to forgo the use of some typical ‘Colmore’ hills in order to avoid delay, did not alter the character of the trial and several of the favourite hazards in the Cotswolds—Camp for example—were still on the route card. The ‘North’ and ‘South’ loops were based on a road junction midway between Broadway and Stow-on-

the-Wold. To this point, competitors were dispatched in pairs at 1min intervals and from there, those with riding numbers up to 100 set off to tackle the North circuit, whilst the ‘over 100s’ started the South loop. A total of 20 observed sections, divided to provide 38 sub-sections in all, were packed into the course, 55 miles in length. Continued hard frost and the cold bright weather that held during the trial had made many of the sections easy. Not so Dovedale, however, for the first of the two sections here consisted of a stream, liberally sprinkled with rocks. The two sections proved worthy of inclusion and indeed, were responsible for the loss of more marks than any other in the trial. Outstanding on the hairpin and tree roots of the second section was Bob Ray (500 Ariel) who ascended the hill at high velocity. Both Pat and John Brittain, Royal Enfield mounted, were unpenalised. Longlands, Weston Wood and Saintbury preceded that old favourite, Fish. This was but a shadow of its former self, for with the ground frozen hard both sections were treated contemptuously by the majority of riders. Three straightforward attempts by JV Smith (500 Norton), KE Oakley (500 Matchless) and BJ Dale (125 BSA) served only to spotlight the fact that JR Stanley (350 Matchless) had chosen the wrong path when, after bitting a log, he stuck on the summit of the bank. Similar conditions existed at the second section, where both GEH Godber-Ford (201 Dot) and DS Evans (350 Royal Enfield) climbed with speed and wheelgrip to spare. One exception proved to be TG Garner (125 Royal Enfield), who stopped short of the card after an attempt that started too slowly. Sited in a quarry, both Chips I and II were short, sharp and tricky. A very steep climb prefaced a sharp right-hand turn. Many competitors found difficulty at Chips I in making the change of direction with the front wheel in the air. Both JB Houghton (350 Royal Enfield) and GL Jackson (350 AJS) made beautifully controlled ascents, but BA Wright (500 Norton), after a neat showing on the first sub, was fortunate to land outside the cards after a ‘wall of death’ ride in the air. George Buck (500 Ariel sc) spoiled what looked like a stout effort by footing early and then capsizing after getting over the hump, which stopped all other sidecar men. A number of rocks and logs provided opportunities for ‘balancing acts’ in Chips II, and on these both RE Jordan (350 BSA) and Bill Nicholson (500 BSA) were outstanding. The steep slope stopped nearly all the sidecarists, but Arthur Humphries proved the exception to the rule with a magnificent,

unpenalised climb. Stanway Loop, a ‘stop and go’ timed and observed test, followed the brake test, which started the southern circuit. Here. Bill Nicholson put paid to his chances with an over-enthusiastic attempt that ended with a loss of 10 marks. Both Stanway River and Lidcombe Wood were extremely easy for solos, although many of the sidecar drivers, among them AG Brown (500 Norton sc) and Bob Collier (500 Norton sc) lost marks in the Stanway River section. Of the two short hazards at Jackdaw Quarry the second undoubtedly caused more trouble than the first. In spite of this, not all riders got through unpenalised to the tight, right-hand uphill hairpin that was Jackdaw II. A tree stopped BA Wright (500 Norton), while RW Smith (500 Triumph), who seemed to be troubled by a pair of oddly shaped handlebars, also lost marks in Jackdaw I. As the sun thawed the surface more and more riders found grip at Jackdaw II, while at one stage 10 riders made consecutive faultless climbs. At Guiting Wood Jackson made the mistake that cost him the only three marks he lost during the day. Both sections were easy, and although others were penalised, clean, climbs were in the majority. Camp was surprisingly easy and proved dull for the many spectators. Towards the end of the trial the surface deteriorated, and finally both RW Smith (500 Triumph) and B Holland (200 James) shot over the side of the path after the first hairpin. Clean climbs became more difficult and infrequent, but both CM Bennett (500 Ariel) and L Wyer (200 James) showed that the hill could still be mastered. Some’ excitement was provided by Bob Collier (500 Norton sc), who came to grief on the hairpin, whereupon his passenger disappeared, with the outfit, over the side of the track. Apparently the gearbox disconnected the drive to the rear wheel at a critical moment. Two non-stop, but vigorously assisted, climbs by RN Holoway (500 BSA sc) and TH Ashcroft (500 Ariel, sc) were capped by both Arthur Humphries and George Buck who went’ through, but unpenalised. RESULTS Colmore Cup (best performance): GL Jackson (350 AJS), 3 marks lost. William Watson Shield (best sidecar): AJ Humphries (500 Notion sc), 58. Cranmore Trophy (second best performance): VM Young (350 Enfield), 4. Moxon Cup (best 125cc): GE Fisher (125 Francis-Barnett), 7. Calthorpe Cup (best 250cc): GE Godber-Ford (201 Dot), 9. Horton Cup (best 350cc): WA Lomas (350 Enfield), 4. Kershaw Cup (best 500cc): PF Hammond (500 Triumph), 6. Hassan Cup (best 500cc sidecar): P Wraith (500 Ariel sc), 83. Bayliss Cup (best ‘Sunbac’ member): GJ Draper (350 BSA), 7. Best Club and General Team: Sunbeam MCC ‘A’ (GJ Draper, GL Jackson, JV Brittain), 19.”

“GERMAN CHEMISTS, SO it is reported, think they have evolved a preparation that, when applied to road surfaces, will prevent the formation of ice, and even stop snow. from settling. The treatment was applied to a half-mile stretch sometime back in the autumn, and to date is said to have done what was claimed for it. While the advent of ice-proof roads sounds too good to be true, it nevertheless seems within sight.”

A storm surge in the North Sea led to floods in the Netherlands, Belgium, and the United Kingdom which killed more than 2,000 people including 307 in Lincolnshire, Norfolk, Suffolk and Essex.—Ed

“FROM THE SWEDISH distributors of Panther motorcycles, Messrs Stach & Co, of Stockholm, Phelon & Moore received last Monday a cheque for £200, with the request that it be passed to the Lord Mayor of London’s National Flood and Tempest Fund.”

“JUST RETURNED FROM his Monte-Carlo Rally adventures, Bob Foster, British concessionaire for Guzzi machines, phoned last week to give us the test of a cable he had received from Italy: ‘Distressed at great disaster; our thoughts go to you in this tragic moment for your country. Moto-Guzzi.’ Thank you, Mandello. Motor cyclists who have suffered through the East Coast flood calamity will appreciate such kindly concern.”

“ONE OF THE EAST COAST flood pictures indirectly suggested a holiday thought to one of our readers. The photograph displayed maybe 200 caravans buckled and rolled away from their coastal site by the furious waters. There are many such sites around our coasts. A typical example near Bridport houses a couple of hundred vans, rented at £5 5s a week in June, and rather more in July and August. The vans are roomy and of good quality, on hard standings. The central amenities include telephone, hot and cold showers, excellent sanitation, laundry, and the like. Gas stoves in each van simplify catering. Such an organised van camp has obvious attractions for a motor cycling couple or family who wish to tackle a series of hub-and-spoke tours at a considerable distance from home.”

Articles in the Green ‘Un lauding the potential of lightweight combos led to some startling claims in the correspondence pages which, in turn, inspired these ripostes…

“I AM TOYING with the idea of fixing a sidecar to my autocycle (a light one, of course) in order that my wife and I may take our small son with us on our outings. If this is practicable, I hope later to obtain a small caravan to tow behind us on our annual holiday. I should like to hear the views of others on their experiences with similar lightweight sidecar and sidecar/caravan outfits.
DAVID WICKHAM, Tring, Herts.”

“LET ME HASTEN to assure Mr David Wickham that an autocycle with a sidecar is quite a practical proposition. In fact, a friend of mine uses one to pull a plough (single furrow, of course) on his farm. There are no major snags, he says. High-speed steering is not all that it might be, but he may not have the outfit correctly aligned. He thinks a two-speed model would be an improvement for the steep bits, and recommends a tractor tyre for the rear wheel.
H HENNESSY, Fairview, Dublin.”

“YOUR CORRESPONDENT Mr David Wickham, who considers fitting a sidecar and caravan to his autocycle, can go ahead and try. My friend and I, both over the 12-stone mark, recently completed a tour of the Highlands of Scotland with a motor-assisted cycle-sidecar and caravan. The only snag was that when we were on a gradient of more than 1 in 2½, my friend had to lean out of the sidecar and fan the carburetter intake with his hat, thus getting a supercharged effect. Next year we are going to tour the Alps, and in 1955 we are going to put the outfit on ‘dope’ and make the first motor-cycle attempt to ascend Mount Everest (international situation permitting). Any contributions to a fund for this purpose will be gratefully received.
P GRAYSON, Leicester.”

“THOSE OF US who have ever been involved in a toss at high speed remember that a certain catapult effect is involved. Even a sharp skid at low speed provides that sensation—we feel as if we were being violently slung out of the saddle. I hate chatting about unpleasant events, but this element in a spill particularly affects a pillion passenger, who has next to no knee grip, and would not be popular with her (or his) driver if accustomed to hug that individual too tightly. Hence it is probably even more desirable that pillion passengers should adopt safety helmets than that solo riders should do so.—Ixion

“TWO WIDELY KNOWN pioneers of the motor cycle movement, Canon FW Hassard-Short, aged 79, and Lt-Com. FA McNab, aged 74, died last week. For more than 10 years Canon Hassard-Short was the chairman of the Automobile Association, yet there is some doubt whether he ever owned a motor car. His great love was motor cycling, which he began in 1903. In those days he was a curate in Cardiff, and he was one of the founder members of the Cardiff Motor Club. In 1911 he became a motor cycling chaplain in the British Army and was attached to the Kent Cyclist Battalion (TA). During the first world war he acted as a recruiting officer and was concerned with the enrolment of motor cycle dispatch riders. Lt-Com FA McNab is especially remembered for having established, in 1909, the first officially recognised world’s one-hour record in the 500cc class at 48.22mph. Two years before that, he started manufacturing motor cycles of his own design, under the name of Trump, and in the early twenties he built a special Trump-Anzani to the order of King George VI (then the Duke of York). On one memorable day, McNab broke no fewer than 26 world’s records at Brooklands. In spite of advancing years, Lt-Com McNab’s enthusiasm for motor cycle sport remained undiminished. At the time of his death he was a member of the Pre-war TT Riders’ Re-union, vice-president of the Sunbeam MCC, a member of that club’s competitions committee, a member (and past president) of the Association of Pioneer Motor Cyclists, and a life member of the British Motor Cycle Racing Club.”

“FEW WOULD HAVE thought it possible that, with a modern motorcycle, mechanical noise could be actually more objectionable than that of the exhaust. Yet the fact was proved quite conclusively, it seems, in the tests recently conducted in Switzerland. Certainly it gives the technicians something to think about. Also the manufacturers, and those concerned with the sales side, all of whom must be well aware that noise remains one of the motor cycle’s more serious failings. It is possible to argue that a machine can be too quiet for safety, at any rate when being ridden in towns. I doubt the validity of that theory, but in any case silent running is demanded by very many potential users who will never be satisfied until they get it. To quieten a four-stroke engine is likely to involve more than modifications of the valve gear. Liquid cooling is realised to be a valuable aid; where air-cooled units are concerned the fitting of shields, or cowls, may also prove helpful, provided the design is right. Over the latter there is scope for a great deal of further research. Shields can actually make matters worse by setting up drumming and so on, but they also hold out the possibilities of very substantial improvements in noise reduction. Certainly the Swiss are very much to be commended for arranging this exceedingly useful trial, and we in Britain would do well to follow their lead.”

“THE PHILLIPS CONCERN is one of the largest producers of bicycles in this country, and incidentally does a very big export trade. At the Show they introduced a special model for use with a cyclemotor, of whatever make the purchaser might prefer, and now the factory has produced a complete range of cycles for power propulsion. No fewer than eight models are included in the list. This is yet another indication of the fact that the cyclemotor is now accepted as a coming thing by some of the best business brains in the country. There is no doubt, too, that many who propose switching from pedals to power would prefer to have a cycle that had been specially built for the purpose, with a strengthened frame, bigger-brakes and tyres, and so on. While that is true enough, there is another aspect of the matter. It is that the ideal motor attachment should be suitable for fitting to any sound bicycle. If modifications are necessary, or the device is only suitable for installation in a special machine, then the original idea seems rather to have misfired. The chief merit of the cyclemotor is, or it should be, that it enables the cyclist to choose his method of propulsion, and if the fitting of the engine makes the machine unsuitable for pedalling, that condition is obviously not fulfilled.”

“THE AMBITION TO GO foreign touring by motor cycle is now to be realised by 34-year-old Kenneth Bletcher, of Chorlton-cum-Hardy, whose suggestion to call a protective helmet a ‘Skidlid’ won the Daily Express competition, held recently to find a popular alternative to ‘crash-hat’. First prize is a £150 motor cycle on which Mr Bletcher and his wife plan to tour Spain this year.”

RIDERS OF RIGID-FRAME motor cycles who hanker after more comfortable conditions are likely to find interest in a new bolt-on spring-heel assembly designed and made by Deeprose Bros. With considerable experience of suspension problems, this London concern has supplied units sporting purposes. The manufacturers have specialised in conversions for BSA machines, enabling the standard wheel, spindle and chain tension of Gold Star and ‘B’ models to be retained. Further details and prices are obtainable from Deeprose Bros, 178, Brownhill Road, Catford, London, SE6.”

“A RECENT ACCIDENT in which nine foxhounds were killed by a lorry temporarily focused newspaper headlines on something concerning the safety of every motor cyclist— the menace of dogs on the road. Every year approximately 3,000 human casualties, including 20 dead and 600 seriously injured, result from this cause. Statistics leave no doubt that it is motor cyclists who are most exposed to danger and suffer the highest percentage of casualties. It is motorcyclists, therefore, who have the greatest interest in some solution being found to the problem, especially as the present legal position is that the chances of obtaining compensation from the dog owner are remote. If they are accepted, however, the recommendations of a law committee published a few days ago may enable compensation to be obtained from owners whose negligence is proved. The toll of human suffering far outweighs the loss of canine life, but it is nevertheless tragic that 75,000 dogs are killed or injured on the roads annually—only 4% of those involved in accidents ‘escape without some injury. Thus, it is obvious that true animal lovers as well as road-users have a vital interest in preventing these accidents. There is evidence, however, that many of the accidents are not caused by dogs belonging to animal lovers, but to the callous people who keep a puppy and then turn it loose when its licence becomes due—the animal is, of course, a greater menace than ever, because it runs more and more aimlessly in an effort to find its home again. Motor cyclists can do much to help themselves and other road users by reporting anyone guilty of such treachery, to the RSPCA.”

“ONE OF THE HEROES of schoolboy fiction during my youth was Dan—Dan the ‘Daily Wire’ man, a journalistic gentleman who was the pride of Fleet Street and who always ‘scooped’ his rivals because he had invented a marvellous machine. With it he scanned the world, seeing on its screen vivid pictures of stirring events almost before they happened! Not for nothing was Dan known as ‘The Ray Reporter’! And little ‘CP’, his eyes popping out like chapel hat-pegs, absorbed Dan’s adventures quite unconscious of the fact that, nearly half a century later, he, too, would be a reporter using just such a machine. But that’s how it was last week-end when, with Bob-Holliday, I found myself assigned to ‘cover’ the BBC’s Television Trophy Trial on Saturday—Bob to do the field duty while I took the receiving end of the job. Sitting in slippered ease, with pint and pipe nicely to hand waiting for zero hour of 3 pip emma and the first ‘shots’ to come through on my set, I reflected appreciatively that my boyhood’s hero, without doubt, certainly had something, to say nothing of the prophetic genius of some now forgotten author. Then the announcer gave us the sad news that something had happened to their main aerial so our pictures might not be all that they should…But he was unduly pessimistic for, when the opening views took the screen they were so pin-sharp that I shivered and thought sympathetically of Bob, out there in all that snow! Raymond Baxter introduced himself to us. He told us that he was about to compére a team trial held under the auspices of the ACU for solos in which four quartets of leading British riders representing the North, the South, the Midlands and the West (including Wales) Regions would compete for a

trophy over a miniature course on Aston Hill containing three sections, each with two sub-sections. A-CU Clerk of the Course was the popular South Midland Centre secretary, JC Lowe. Then we had a close-up of the ‘assembly area’, which Baxter had called a new winter sports centre, with in the background, a kind of igloo—probably for the Clerk of the Course! The four teams were named: Midland, Billy Nicholson, Brian Martin, Dave Tye on BSAs and JV Smith (Norton). South, Hugh Viney and Bob Manns with AJS machines, and Gordon Jackson and Ted Usher on Matchlesses. North, Tom Ellis (BSA), Geoff Broadbent (Royal Enfield), Stan Holmes (Ariel) and Johnnie Giles on a Triumph. West, Jim Alves and Peter Hammond with Triumphs, Bob Ray on an Ariel and Fred Rist with a BSA. Late arrivals Johnny Brittain and Don Evans, their places taken by reserves, joined the ‘on-site’ assistants. Raymond Baxter warmed up to his job, giving us a graphic word picture of the Arctic conditions—the hills had been practically unclimbable earlier that morning—but the snowfall had ceased and the sun was trying to come out. The machines crackled into life as the group of riders moved over to the first hill—a hump, a chicane and a climb given as 1 in 2. The camera panned. I thought I caught sight of Bob, looking straight into the lens—or whatever it is that TV cameras have—with a sort of ‘Can you sec me, brother?’ expression, and then the camera picked up Tom Ellis making the first ascent—a good effort spoilt by footing; ‘Nicky’ didn’t even do as well; Viney looked as though he would make it but footed. So did Alves and in the excitement a marshal fell on his back! Then we followed hard on the heels of Bob Ray as he scored what was to be the only ‘clean’ of the day; Dave Tye spilled everything in a most untidy manner, while Giles marred what might have been the best climb so far by a dab. Last man up was Fred Rist whose robust figure bobbed about until he stopped. Baxter announced the scores to be West, 18; South and North 21 apiece; and Midland 23 marks lost. On the second hill, which contained a stiff

climb on frozen mud which, said Baxter, was then thawing, Jim Alves hit what would have been the dust and Martin demonstrated to several million onlookers how to stand still without footing. Then he, too, fell off, and the section was left with the scores reading West 36, North and Midlands 37 each, and South 39. The third hazard had two climbs with a few tight turns between and everyone was clean (except Hammond, who knocked a flag down, and Giles who footed) which interfered more than somewhat with the BBC schedule. And as you can’t do that to BBC schedules Baxter was heard calling upon CoC Lowe for leave to give the boys another go at a modified version of the first hill and so make up the time promised to the cash customers. Meanwhile the scores to date were produced: South, 39; Midland and North, 40; and West, 41. This time without the chicane, the last hill was a straight climb. Nicholson, Ray, Usher, Giles and Manns were clean but Stan Holmes parted from the model with great velocity and pulled off the plug lead to ‘kill’ his racing engine. Alves took to the country and showered a lot of it over an innocent bystander. One by one the rest took their turns, footing or failing, and at the end the South were announced as winners with a loss of 52 marks, the North and Midland tying for second place with 55 and the West tailing up with 56. The familiar face of television pioneer Prof AM Low, appropriately enough, came into focus as Baxter called upon the A-CU’s chairman to present the handsome silver trophy. And with the grinning faces of Bob Manns, Ted Usher, Gordon Jackson and Uncle Hugh Viney and all holding their replicas, Raymond Baxter returned us to the studio, and your reporter remembered regretfully that next week-end’s trials would have to be ‘covered’ in the hard, old-fashioned way.—CP READ.

“THE ‘FARTHEST-ROUND-CLEAN’ rule, used for deciding ties in the Birmingham ’30’ MC’s national DK Mansell Trophy Trial—the sidecar drivers’ ‘classic’—will have to be supplemented by a special test. For last Saturday, when the trial took place, in the Stroud Valley for the second year running, last year’s winner, Frank Wilkins (500 Ariel sc), and F Darrieulat (500 BSA sc), who was runner-up on that occasion, both lost three marks, as a result of footing in just one section, and both chose the same section in which to do it! The day opened with a heavy snowstorm and the familiar Cotswold Hills were carpeted with snow when the trial began at 11am, but there was no frost in the ground and the passage of a few machines soon exposed the mud and rocks which feature in most of the sections in those parts. Five non-starters, one of whom was Ted ‘Cabby’ Cooper, who is making a rapid recovery from the effects of his prang in the previous Sunday’s Paley Cup Trial, left a total of 36 competitors to tackle the two laps of a 29-mile course which started and finished at the Bear. Pools Café, Rodborough Common, Stroud, Glos.”

“LAST SATURDAY THE 1953 season’s first National (open) trade-supported reliability event, the Birmingham MCC’s Victory Trial—29th in the series that began in 1919—was centred once again on Church Stretton, Salop, where gathered the 150 competitors, the passengers, the ‘barons’ and a fair assemblage of the veterans of former ‘Victories’. The last-named, of course, were in attendance in connection with the ‘Olde Tyme Dinner and Dice’, occasions that have for some years been associated with this trial. Snow, still lingering on the higher ground, had prevented the route plotters from making much preliminary exploration and, as a consequence, this year’s course was very much the same as previous ones in this district, though two new sections were added to bring the total of observed hills to 14—all divided into at least two sub-sections. The opening gambit on Saturday morning was, as hitherto, to send all competitors straight away, from the start-and-finish point at the Longmynd Hotel, over the 61-mile timed section. ‘Tiddlers’ and 350cc sidecars were allowed 16min 15sec; the 151-250cc class of solos and all other sidecars had 14min 5sec; the rest had to make it in 13min. Then came the first hill, Mynd Bottom. A U-shaped semi-loop. on the open hillside, it involved a downhill approach, a tight muddy hairpin and a climb through a boulder-filled gully with the exit over ling and dead bracken. Some delay accrued immediately, for the marshals had not got the course marked out when the first arrivals appeared. G Beamish (500 BSA), HW Thorne (200 James) and LA Ratcliffe (350 Matchless) all opened up with footwork, and then WSG Parsons (350 Ariel) showed a method of doing it clean that was followed by many others: but when the sidecars took their turn it was quickly seen that the section was a waste of time for them. Plowden Wall, a mile farther on, caught very few in its two liquid mud sub-sections and a change of scene to Hillend was made. In general characteristics very much like Mynd Bottom, this hazard has a steep downhill approach, a tight turn, a rocky gully and a slippery exit; but, additionally, this year a precipitous descent over heather and bracken was tacked on as a tailpiece. Unfortunately, from the observers’ viewpoint, the actual route was not clearly defined and, after Artie Ratcliffe and Bill Nicholson (500 BSA) had both made excellent clean ascents the hard way up the gully, subsequent riders found they could dodge the rockery by crossing it at an angle, making a series of zig-zag rushes up the hill. This, of course, deprived the section of much of its sting and most of the top-flight men romped up once they had successfully rounded the sharp turn at the foot. David Tye (350 BSA) gave perhaps the most unconcerned display and even the little machines had no trouble if properly handled. Pat Brittain (150 Royal Enfield) and George Pickering (125 BSA) swept up in perfect style.

Among the few who got into unexpected trouble were Don Evans (350 Royal Enfield) and Jim Alves and Peter Hammond (500 Triumphs). Excitement among the spectators mounted when the sidecars arrived but, even though they also used the criss-cross method, they were unable to return one clean sheet. CV Kemp (500 Norton sc) did make a non-stop climb without footwork—a tremendous feat—but as he inadvertently made a digressive journey into the bracken, and swung the outfit round through a complete circle before tackling the upper section, he had to lose five marks for ‘failing to maintain forward direction’. Spectacular attempts came from Arthur Humphries (500 Norton sc) and Fred Whittle (600 Panther sc), while F Darrieulat’s 500cc BSA outfit not only reared up like a circus horse but, with its front wheel pawing the air, it persisted in chasing a terrified photographer! As was anticipated, the final descent section was, for the chairs, downright dangerous and it was fortunate there were no serious casualties. ST Seston (500 Ariel sc) did, in fact, have a lucky escape when his outfit turned over, first falling on the driver and then dragging him by a trapped leg down the hillside. He freed himself just in time before the machine plunged into a rocky ravine where it lay upended with a buckled front wheel and bent forks. By way of Ridgeway, a long hillside gully where a rapidly deepening central rut made progress increasingly difficult for later numbers, competitors were headed through Leintwardine and Burrington village to the new sections at Bringewood Chase. The first of these consisted of a long run up the rocky bed of a small stream, with the entry down a steep bank, and a greasy exit as its most difficult features. Most of the experts, such as Bob Manns (500 AJS), Geoff Duke (350 BSA) and Johnny Draper (500 BSA) had little difficulty in keeping their feet up throughout its length, but R Hayes (350 Royal Enfield) stopped both on the descent into the stream and when attempting to get out of it, and JR Stanley (350 Matchless) and Bill Boddice (500 Ariel) were by no means the only two to fail in the last few yards. Farther up the valley there was another excursion into the stream. preceded by a sharply cambered turn on buttery clay. This became progressively worse and Geoff Duke was one of those who had his wheels slip away from under him. Particularly neat ‘cleans’ were recorded by Draper, Tom. Ellis (500 BSA), E Adcock (200 Francis-Barnett), Brian Martin (350 BSA), Pat Brittain, Brian Povey (350 BSA), Stan Holmes and Bob Ray (500 Ariels) and Jimmy Alves. There was still another section in Bringewood Chase, a broad expanse of churned-up turf, with just enough upward gradient to demand a fast approach. It was just the sort of hazard which suits Ted Usher (350 Matchless) and, making a brisk getaway, he absolutely burned a path straight through the greasy ruts. Also using all the power his engine would give, Bill Jackson made an impressive clean ascent on his 200cc Francis-Barnett. Another fine performance by a rider of a small two-stroke was the slower, but equally sure, passage made by LH Vale-Onslow (200 James). At Aldon, Ratcliffe led the field and rushed up at high velocity. He was followed by EJ Wiffen (200 Francis-Barnett) who, although almost as fast, motored sideways for much of the distance. WSG Parsons (500 Ariel), however, showed that speed was not essential to success, for he, likewise, was unpenalised. An early failure was JW Morris (500 Norton), for his front wheel slid away and deposited him in the mud of the first sub-section. In trouble for a second or two, Geoff Broadbent (350 Royal Enfield) recovered nicely and, regaining speed, finished in good order. The two bends in the Whettleton section spoilt a large number of the ‘flat-in-two’ runs, but Bill Nicholson found a new line that enabled him to continue without slackening speed or losing marks. Almost stationary at least twice, BA Wright (500 Norton) managed to keep both feet up and continued round the second bend without having lost a mark. Another dogged climb,

this time by TSC Gilfillan (250 Ariel), did come to a halt but with the front wheel apparently beyond the card. Much too slow, D Bradley (500 Norton) footed early and long. No difficulties existed at the next section, Norton. This proved so easy that, during the period the hill was under Motor Cycling’s observation, the only rider to lose marks proved to be Cyril Smith (500 Norton) who appeared to be suffering from a. watered magneto. With an established reputation as a ‘stopper’, Strefford Wood took toll of almost every rider. An incredible climb at very high speed enabled GJ Draper to break the monotony of penalised efforts and excited considerable enthusiasm among the spectators perched on each bank. With this climb over, the observers were busy with pencils again and docked marks from G Buttigeig (500 Triumph) and TU Ellis when they used their feet in the last 20 yards of the long section. After Fred Whittle had, with assistance, pushed and carried his sidecar all the way, an obvious decision to by-pass the three-wheeled brigade was taken, much to the relief of the passengers upon whom would have fallen the major portion of the propulsion. Water from the recently melted snow loosened the mud at Titterel and spinning wheels soon dug a rut to the firm rocky bottom. Generally, however. high-speed dashes were successful and BHM Viney (350 AJS) was faster than most. Similar but slower runs were made by GL Jackson (350 AJS) and JR Hobbs (500 AJS). A patch of rocks enlivened the proceedings for sidecarists F Darrieulat and FW Whittle who shot up at high speed with the passengers rattling about like peas in a pod. A steep clay bank down which many of the competitors rushed helter-skelter proved the only real hazard at Harton Wood. At first sight a main problem for the sidecarists, it did not catch many and both RG Collier (500 Norton sc) and F Wilkins (500 Ariel sc) dealt neatly with the sharp turn at the bottom. After the brake test came the final hill, Marshbrook, and as in past years the steep greasy bank that forms the first part of the section held few terrors for the balance experts prepared to let fly in second gear. But the infamous mud-bath that lies a couple of hundred yards beyond the hilltop was a trap that, with its submerged tree roots and transversely positioned fallen branches, brought man after man headlong into the slime. For a long time it seemed impossible that anyone could emerge unscathed—until, with a mighty heave on his handlebars, Tom Ellis hoiked his front wheel over the greasy pole that barred the exit.

Subsequently only JB Houghton (350 Royal Enfield), GE Fisher and JHS Bray (350 BSA) were able to emulate him. Only one of the sidecar men, Darrieulat, who was the first to attack it, got through Marshbrook non-stop and he did not even have to foot. Furthermore, half-way through he injured his right arm against a tree stump and made his departure from the quagmire operating the twist-grip with his left hand. Four miles of country lanes brought the trial back to Church Stretton where the last man signed off just as the sun, which had shone bravely all day, was preparing to disappear behind the shoulder of the Long Mynd. With a suspicion of spring in the air it had been a pleasant romp over the Shropshire countryside but, for the premier one-day trial on the calendar, it was thought that the promoters would be well advised next year to tighten up on the field organisation, which was not up to the standard expected of so experienced a club. RESULTS Victory Cup (best performance): GJ Draper (500 BSA), 12 marks lost. Cranford Bowl (best in opposite class): AJ Humphries (500 Norton sc), 33. Perrey Cup (best 500): J Giles (500 Triumph), 16. Henley Cup (best 350): WSG Parsons (350 Ariel), 16. Premier Cup (best 250cc): L Wyer (200 James), 33. Francis-Barnett Cup (best 150cc): GE Fisher 125 Francis-Barnett), 27. Chekko Cup (second best sidecar): F. Wilkins (500 Ariel sc), 41. Frank Hallam Cup (best multi-cylinder): NJ Crump (500 Triumph), 31. Triumph Cup (best rider under 21): JV Smith (500 Norton), 19. Walter Hackett Cup (best Birmingham MCC member): JE. Brefitt (500 Norton), 17. HJ Simms Trophy (best novice): RH Browning (500 Norton), 41. Watsonian Cup (best manufacturer’s team): BSA No 1 team (GJ Draper, BW Martin, W Nicholson), 75. Donsthorpe Cup (best club team): Sunbeam MCC (GL Jackson, CM Ray), 51. Well on the way to becoming a tradition. the veteran old-timers and one or two others assembled at the Longmynd Hotel, Church Stretton, on the morning of the Sunday that followed the Victory Trial, to be convoyed to Plowden for their annual return to battle. Among their number were past winners. Bert Kershaw, Bert Perrigo and Vic Brittain; the latter pair were responsible for organisation and handicapping in addition to featuring on the entry list. Fewer runners chose three wheels for their dice through the three sub-sections; in fact, only one official appearance of a sidecar was made. Act 1 was staged in period costume, for J Westwood Wills conducting a ‘4¼’ side-valve veteran James in sturdy fashion exhibited ‘plonk’ that would shame most moderns. Some slight derangement brought the old ‘un to rest mid-way up the climb, but with assistance from both of Westwood Wills’ feet and a willing helper the James restarted and chuffed to the top. Both Cohn Edge and JV Smith, Snr footed here and there, but Bert Kershaw, tipped as a likely winner, recovered well after an initial set-back and motored onward. A salmon race in and out of the section markers by two runners preceded a neat climb by Bob Humber who, although footing once or twice with his only leg, made several two-legged competitors look novices. Cyril Locke topped the section after an impressive run, marred by but a single dab and was, ignoring the handicapping, fifth best performer, for among the soloists Vic Brittain, Bert Perrigo, ‘B’ackie’ Blacknell and Westwood Wills made immaculate climbs. Among the ‘footers’ were Tim Reid, George Savage, Harry Barton. Don Adams and, surprisingly enough, Norman Hooton—though he have been foxing a little in order to assist his handicap in the Trade Reps Trial that followed in the afternoon.”

“A PROPOSED MERGING of the interests of Associated Motor Cycles and Norton Motors was announced by the BBC and the national Press on Tuesday morning. On Monday night, Mr C Gilbert Smith, managing director of the Bracebridge Street concern, told reporters that the Norton directors had received an offer from AMC, whose group includes AJS, Matchless, James and Francis-Barnett, to acquire the entire share capital. The Norton directors, agreeing to sell their part of the capital, some 50%, are recommending other shareholders to do likewise. As to the future, Mr Smith said he envisaged his company continuing as a separate entity with the same management and with the same keen competition in the racing sphere. The racing rivalry between the two concerns has existed since the first TT, in 1907, when the sing1e-cylinder class was won by a Matchless and the twin-cylinder by a Norton.”

“FOLLOWING AN ACCIDENT in which he suffered a broken leg when his motor cycle and a taxi collided, Mr James G Hayter, the actor who played Mr. Pickwick in the film Pickwick Papers, was awarded £4,000 damages in the Queen’s Bench Division last week. Mr Hayter afterwards told Motor Cycling that he first took up motor cycling in the early 1920s when he was a repertory performer, and his machine was then a Model ‘P’ Triumph. His mounts in recent years have been a BSA Bantam and an Ariel twin. On the day of the collision he had actually placed an order for a Vincent twin, but now regrets that his accident has left his right ankle too weak to allow him to do any more riding at the present time.”

“IMAGINE ORGANISING A seven-lap TT race and allowing drivers to decide for themselves whether they will complete four, five, six or seven laps—the winner to he decided by a driver’s best four laps! Imagine the County Cricket Championship being decided by taking each county’s best 10 matches! Or imagine determining the Football League champions by counting only each team’s aggregate goals in its ‘best’ 15 matches! Yet it is on a similar basis that the FIM. Road Racing World Championships are decided. Surely there is something farcical in this and a ‘World Championship’ must be a synthetic honour when the holder did not even start in the TT. I should like the consensus of opinion of your readers on my proposal that the Auto-Cycle Union’s delegates to the FIM should be instructed to impress upon the latter body the absurdity of the present formula and to fight for a saner method whereby six performances in six ‘classic’ races (always including the TT) decide the Champions. If they fail in this submission (and they might well do so, having regard to the peculiar voting system, eg, one-club Monaco has the same voting strength as the 740-club Auto-Cycle Union), then let us withdraw the TT from the so-called ‘World Championships’ and stand on our own. I am convinced that the world as a whole pays more regard to the TT wins than it does to these strange ‘Championships’.
NORMAN E DIXON, Adel, Yorks.”

“THIS ROAD-TEST REPORT of the 497cc Norton Model 7 ‘Dominator’ makes history in that, for the first time since the war, premium grade fuel was available to obtain the performance figures. Many miles were also covered with ‘Pool’ in the tank and before assessing the machine’s capabilities, it may be stated that surprisingly little difference was observed in the general behaviour on the two different grades of spirit. With the better-quality fuel the most obvious improvement was in consumption, and the test figures indicate that with the Dominator, an inherently economical machine, the price increase per gallon may well be offset by the greater resulting mileage. To the reputation for high performance established during the years that followed the introduction ‘of the machine, in 1949, can now be added the further claim of remarkable comfort, for the incorporation of swinging-arm-type, hydraulically damped, rear suspension and a well-made dual seat has resulted in a motorcycle on which excellent averages can be maintained without personal stress or strain. A single-tube cradle. forms the front half of the frame and, onto this a pair of triangulated tubes attached to the top and bottom of the seat down-tube carry the rear fork pivot and the attachment points for the tops of the hydraulically damped spring units. ‘Roadholder’ front forks are, of course, fitted and the petrol tank, of 3¾ gallons capacity, is of distinctive shape. Silencers of unusual section are part of the new specification. When considering the riding position, the factory chose to provide a layout that is admirably suited to ‘leaning on the wind’ and is ideal for fast main-road stretches. Without some support from a self-made breeze the wrists and arms tend to

react to the fact that the handlebars are low and well forward, suited to those with short arms and, in fact, with arms that are not so short. All controls and the footrests are adjustable and the riding position can be altered to permit the knees of even the tallest rider to fit to the knee grips on a tank in which the width is nicely proportioned. At maximum depression the footbrake tends to foul the exhaust pipe, but this occurs only when the brake pedal is set low in the first case. Almost uncannily, the engine would fire at the second prod, even after standing in the open at night, when temperatures were well below zero. Controls worked smoothly and the clutch withdrew easily, but required firm pressure. From neutral, first gear engagement was noiseless and the movement of the pedal sufficient without being excessive. Clean gearchanges could he made and the definite manner in which the gears went in indicated the racing experience which lay behind the Norton nameplate. At whatever speed the gearchange was made, fast or slow, ratios could be swapped positively and noiselessly. In the earlier stages, the first-to-second movement tended to ‘hang on’ very occasionally; with increased mileage this eased off and would occur only when clutch and gearchange movements were poorly co-ordinated. The ratios are well selected; in particular, third gear is nicely related to the top ratio. On those occasions when a burst of acceleration was necessary, a snap change into third would start the speedometer needle on its way round the dial. Good acceleration is an outstanding feature of the machine and this has not been obtained at the expense of tractability. The engine did not appear unduly sensitive and even with ‘Pool’ in the tank, could not, when driven more harshly than warranted, be made to ‘pink’. Quite happy when pulling at 25mph, the unit would accelerate from this speed even if the throttle was used without particular care. At the other end of the range, 65mph could be maintained smoothly; 70mph followed without fuss and bursts of 85mph were well within the machine’s scope when conditions permitted. Following one high-speed trip ‘running-on’ occurred; subsequent experience showed that, with a change to Lodge FEI00 plugs this disappeared entirely. However, the standard F70 plug will be entirely suitable for all but the most exceptional conditions. Mention has already been made of the comfortable manner in which the machine performs and to this must be added the satisfactory way in which it sits on the road. The change to a swinging-arm system at the rear has produced an almost indefinable weight characteristic which, after a brief mileage, can be ignored. In cold weather the front fork movement was noticeably stiffer than the rear, but when the oil warmed both units worked well together. The noise level of engine, transmission and exhaust was commendably low. Neither pistons nor

rocker gear could be heard and only at high engine revs was a slight high-pitched whine apparent. At normal throttle openings no offence could be given by the exhaust through the twin silencers. Higher in the range, the note had a not unpleasant ‘tang’, never, however, reaching an objectionable stage. No engine vibration could be discerned until the unit was working hard. Some very slight period was noticed via the petrol tank and knees as the road speed reached 65mph in third gear or 75mph in top gear. Widely different characteristics were apparent in the movement of the brake controls. At the front, firm pressure, short travel and positive feel were the points noted; with the footbrake the reverse was the case— a long, soft movement was needed. Both units worked well but a more powerful front brake would be in keeping with the spirited performance of the machine. The head lamp provided a beam for night driving that could hardly be bettered. In the dipped position—effected by a conveniently placed thumbswitch on the nearside bar—the beam gave no offence. The crankcase remained clean throughout the test, but small traces of oil smear appeared on the rocker-box covers. Tappet adjustment would be best carried out with the tank removed, but routine adjustments are easily made. Some difficulty was experienced with the oil filler cap which, when opened, fouls the dual seat and restricts the size of the orifice. Although no necessity arose to make use of the facility, it was noted that the rear wheel may be detached without removing either chain or brake unit.”

“SO GOOD IS THE general performance of the modern 350 that a legitimate doubt might exist as to whether, for solo touring, a machine of larger capacity is really necessary. This class of motor cycle will give the unattached rider a useful cruising speed of 55-60mph and will show a saving in petrol. Such a machine is the Model NH Ariel Hunter. The duel seat is in keeping with the control layout and instils a sense of confidence. Those with very short legs will possibly find the saddle height inconvenient and some difficulty may be experience when the machine is stationary. Controls are admirably placed and can be positioned to suit both the very tall and very short. With the exception of a few freak days in which spring made too early an appearance, the weather was cold enough to force an engine to show any inherent temperament. But always the Hunter was placid in the extreme and could be started without even recourse to the float chamber tickler. A few prods win the air lever closed and the ignition lever at half retard brought the engine to life when quite frozen. When the unit had warmed up no difficulty was experienced in starting the engine from the seated position. Fully advanced the engine hunted at tickover speeds but could be made to turn over evenly and slowly with the magneto control at the halfway position. A mile or two was sufficient to warn the unit enough to allow the air control to be opened fully. Except for the occasion when a partially blocked main jet occurred, the carburation was clean and crisp. The controls were a pleasure to use. A light responsive clutch operation backed up a smooth take-up.

Footbrake and handbrake were similarly easy to operate. So sensitive was the foot-change movement that difficulty was occasionally experienced in taking up the free movement of the pedal before making a gearchange without actually changing gear. From neutral, bottom gear engaged noiselessly; neutral could easily be selected from either bottom or second gear. Some slight delay was advisable when changing ratios, but selection was quite positive even when hurrying from one gear to the other during a burst of acceleration. Within the limits of reasonable use the exhaust noise was subdued and inoffensive. At large throttle openings and with the engine revving freely it became healthy in tone and attracted some attention if the throttle was used without discretion. Both the air intake—no air cleaner was fitted—and the piston were audible at town speeds, the latter noise diminishing considerably when the engine reached working temperature. Although an engine of this capacity is expected to turn over quickly, it showed a surprising ability to pull at low speeds. With the new fuels available, a piston giving en optional compression ratio of 7.4 to 1 was fitted; this did not result in an intractable unit and pinking was entirely absent unless the twistgrip was used brutally. The ignition lever could be left fully advanced. Normal cruising speeds were 55-60mph, with an occasional burst up to 70mph. On one occasion 80mph was indicated in conditions not unduly favourable to high speed and without alteration of the normal riding position. Steering and handling were excellent. Front forks and rear suspension were soft in action but this did not detract from the positive feel of the machine at over 60mph and the machine was comfortable to ride. At

its best on surfaces with high frequency shock characteristics, some pitching was noticed if a series of widely spaced bumps were encountered. This did not prove disconcerting and never reached a stage likely to cause concern. Much of the test mileage was undertaken when snow and ice covered the roads. During this period the Ariel was chosen for use and revealed an inherent stability of high order. At walking speeds the steering appeared to be slightly heavy but this heaviness disappeared immediately the machine was under way. Both front and rear brakes are adjusted by fulcrum expanders and can be easily kept in good order. Both were found to be smooth and progressive in operation; the front had a firm feel and was not spongy, but the rear unit, operated by an enclosed cable, required considerable movement. However it did not lock easily and the effort could be well judged to give satisfactory retardation. Together they were more than satisfactory and gave no indication of fade. In very wet conditions some water was thrown back from the front wheel but the majority of this spray came from the contact point of wheel and road. Little escaped round the side of the mudguard arch. At all normally used engine speeds there was no vibration. Some vibration was noted at over 60mph in third gear, and at over 70mph in top, but this was never excessive and common sense alone prevented the engine being over-revved in the intermediate ratios. Regular maintenance tasks on the Hunter are easy to perform. No chain adjustment was required during the test but the rear chain oiler—a jet feed from the primary chaincase—worked efficiently and kept the chain well lubricated. The engine and gearbox remained free of oil leaks and showed only dusty smears along the primary chaincase and the timing case at the conclusion of the test. A sensible prop-stand was used more frequently than the rear stand, which requires a certain knack to operate. In spite of many nights in the open, both chrome plate and enamel kept well and slight discolouration at the exhaust pipe proved the only ‘dull spot’ on a very attractive machine.

“DESIGNED FROM START to finish to cater for the most exacting Services requirements, the 498cc side-valve Triumph, though comparatively unknown to civilian riders, is commanding the attention of all whose work is concerned with swift military or liaison; whose mode of transport for that purpose calls for reliability above suspicion and, equally important, must be easily serviced, when the need arises, from spares available on the spot. Hitherto the difficulty of carrying spared for up to half-a-dozen varying types of machine, few components of which are interchangeable with those of four-wheelers, has long been the Achilles heel of motorcycle efficiency in the Services. Mindful of those three- vital factors—speed, reliability. and ready-repair facilities—the Triumph Engineering Co have devoted more than a decade of development to a motorcycle likely to fill the bill. The result is the TRW model, a specimen of which has been ridden by Motor Cycling staff members during the past few weeks. Engine dimensions of this Triumph are 63x80mm— similar, in fact, to the ohv 500s—producing 498cc. Dissimilarity is found in the compression ratio, which has been lowered to 6:1 and, of course, the cylinder head assembly. That component, a neat one-piece alloy casting, carries no valve gear and lends an appearance of unusual, squat compactness to the otherwise familiar-looking unit from Meriden. Inspection of the timing case reveals the absence of a magneto. In its place is a coil-ignition car-type contact-breaker distributor unit incorporating automatic advance-retard mechanism. There is no dynamo in the conventional sense and the frontal space usually occupied by that component has been left, so affording ready access to the valve gear. The tappets are adjusted by removing two cover plates and rotating milled tappet-guide adjusters by means of a special ratchet tool. Movement of the adjusters is arrested by spring-loaded segments on the underside of the tappets,

each segment representing approximately .0025in vertical movement. The heart of the electrics is a Lucas alternator located the primary chain case; the only moving part is the rotor which is mounted on the engine mainshaft. The alternator output, normally rectified to DC for battery charging purposes, is adequate for emergency kick-starting and a switch position caters for that exigency, diverting low-tension AC voltage from the main circuit direct to the contact-breaker and 6v ignition coil mounted high up out of harm’s way beneath the petrol tank. Complicated magneto and dynamo drive arrangements are thus avoided and inertia losses are reduced. In effect, therefore, the TRW has dual electrics comprised of generator, battery and coil, with full DC battery lighting, or, at option, generator and coil with simple AC lighting. Both systems are quite foolproof, as was found by purposely disconnecting the battery and running by day and night simply on the Lucas AC set. The beam from the 7in. nacelle-type headlamp was first-class on both the AC and DC circuits. From a servicing point of view coils and condensers are, of course, the most vulnerable items of this equipment but both are components widely used in MT transport and, therefore, more likely to be available when motor cycle magneto armatures and bearings might be at a premium. The same safeguard is suggested by the fitting of a Solex carburetter which, whilst different so far as jet sizes are concerned from those used in the car world, probably offers few snags from the point of view of replacement in emergency. This type of instrument, unlike the widely-used Amal, cannot be flooded; it was found that for starting purposes a rich-mixture control lever provided a first-kick response. Left at that setting the mixture was of course, over-rich for normal running, yet, as the test proceeded, it was found that more than the slightest movement of the control lever produced symptoms of weakness which manifested itself in

spasmodic backfires and a tendency for the engine to cut out at small throttle openings. A blocked jet was diagnosed; also a check on nuts and bolts enabled the head to be tightened down a fraction, both jobs proving beneficial from a performance point of view. The lowest of the four gear ratios (16.85:1) gave a good get-away and was quite adequate for low-speed road or cross-country riding when the slogging quality of the side-valve engine was appreciated. One felt that a civilian trials 500 of this type would appeal very much to those who enjoy a smooth surge of power, yet hanker after good, low-speed torque in a twin. The TRW had flexibility and handled like a 350. Second gear (12.8:1) could be retained until about the 40mph mark, although normally the useful maximum seemed to be in the region of 35mph, at which juncture selection of the third ratio (8.25:1) provided for speeds up to a trifle under 60mph. At that gait valve-float was imminent; for everyday purposes, a change to top (5.8:1) at about 55mph resulted in unflurried, progressive performance to maximum speeds which were in the region of 73-75mph. Time taken to complete the speed range varied; the best, on average, was 34sec, which is creditable considering the non-sporting character of the engine, and that no more than 16.8bhp at rather more than 5,000rpm is claimed. On the other hand, completely equipped, the TRW weighs only 320lb—considerably less, in fact, than any other 1953 British-made 500cc twin except the Triumph Trophy, and is comparable, within a score of pounds, with some rigid-frame competition half-litre models. At all speeds, except those deliberately invoking valve float, the engine, fitted with silent-ramp cams, was mechanically quiet, a quality which was matched by transmission smoothness due, doubtless, to the efficient working of the rubber-insert clutch shock absorber. The four-speed gearbox, of long-established one-down-and-three-up fame, had the silky action associated with civilian models. Good points noted included the ample steering lock and nearside prop-stand; a tool-kit, complete down to such useful equipment as a timing-pinion withdrawal bolt; the back-folding pillion foot-rests; the long, resilient saddle springs which, with a 4in rear tyre, served to offset the unaccustomed sense of hardness of a rigid frame. Less favourable was the impression of the rear stand; it tended to flap up and down on rough terrain. The chrome, unlike the smart green enamel finish, quickly showed the effect of exposure, whilst the pannier equipment, possibly fitted at the behest of a Government department, rattled as of yore; it carried the load too far aft, and in general, seemed to be no better than it ever was. These criticisms in no way belittle a machine which, designed for special work, promises very ably to fulfil the purpose intended. The TRW goes farther; it represents an effort to provide good, reliable performance largely by simplifying auxiliary components, reducing weight and thereby making it possible to use to advantage the maximum power output of a simple type of engine.”

“IT IS GRATIFYING to find that a machine with performance characteristics very similar in many ways to the more likeable dualities of a typical pre-war large capacity V-twin is now available. Not only does the new Meteor 700 Royal Enfield vertical twin offer most exhilarating acceleration and a high cruising speed, but both of ,these features are attained with a complete lack of fuss. If desired, the acceleration from just over 20mph to its maximum of 90mph plus can be obtained in top gear alone. And this without pinking and with no particular regard for tactful use of the twist-grip. During the our road test, impatience with the intermediate ratios was felt and, so tractable was the engine, that top gear was frequently selected at speeds below those normally used for a top-gear change when accelerating hard. On the other hand, the engine was instantly responsive. Attention can also be drawn to the excellent braking figures obtained, proving beyond doubt that the dual front brake layout does, by virtue of an equal reaction on both front fork legs, ensure that maximum pressure can be used on the handlever without a directional bias. Although starting involved turning over what is virtually two 350s no difficulty was experienced at any time. Warm weather prevailed during the test and under these conditions, assisted no doubt by the fact that coil ignition is fitted, a first-kick start was frequently enjoyed.

When the engine had warmed up, the air lever could be ignored. Carburation throughout the range was clean and the engine ran up without any flat spot or hesitation. A comfortable, fairly upright, riding posture is set by the combination of foot-rest position, handlebar bend and dual seat height. Limited adjustment is available at the footrests and the positions of both foot-change gear lever and brake pedal can be altered if necessary. The former is fitted to a splined shaft; the latter has an adjustable stop. Narrow, swept-back handlebars have control levers clipped to them and the latter can, of course, easily be moved. The dual seat is not adjustable for height but proved most comfortable. A great depth of foam rubber in its construction ensures easy miles for both rider and pillion passenger. On one occasion a passenger was in fact carried and at journey’s volunteered a commendation. Throughout the machine the accent is on comfort. Both front and rear suspensions have soft movements and more than adequate travel for all but the severest conditions, although a succession of depressions in a poorly-surfaced road will, if taken fast, induce some pitching. It is difficult to write of ‘touring speeds’ for even at 70mph the engine is turning over at only 4,000rpm. This was in fact the speed at which the machine was in fact the speed at which the machine was habitually driven and at such gait, proved tireless. Without any bother the engine would increase this road speed to 80mph. Some evidence of the presence of individual cylinders was felt at approximately 65mph in top gear but this smoothed out when the speed increased to 70mph. As noted earlier, there was little necessity to make frequent use of the gearbox; in top gear the speed of the machine could be permitted to drop to approximately 22mph, from which speed it would accelerate smoothly and without pinking. This could not have been done without a transmission that incorporated an efficient shock-absorber—credit must go to the familiar Royal Enfield rubber cushioned device in the rear wheel. A short control pedal travel has long been a characteristic of Royal Enfield gearboxes. Occasionally the movement was stiff to operate and required very firm pressure but this can fairly be attributed to the ‘newness’ of the gearbox generally. Under compression, the outer case of the clutch cable tended to shorten and so reduce the available movement at the quick thread which operated the withdrawal pushrod. Therefore to ensure noiseless gear selection from neutral it was advisable to pull the lever right

back to the handlebar. This imposed little extra exertion for the clutch withdrawal was extremely light. Similarly, neutral selection from bottom gear sometimes required care. An overriding neutral selector control is fitted in the usual Royal Enfield manner. Conversely gearchanges could be made when in motion as quickly as the pedal was moved. Although not obtrusive, the valve gear could be heard and was thrown into prominence by the comparative silence of the transmission and the pleasantly modulated exhaust system. Dual 6in drums are disposed one each side of the front hub; the mechanism is operated by a pair of cables from a compensating whiffle-tree at the hand lever. In the rear wheel there is a single 7in-diameter drum. Possibly due to the friction inherent in two cables and the additional springs which four shoes need the front brake requires very positive pressure—but the braking that results is powerful, sensitive and progressive. This description can also be applied to the rear brake and when used together the deceleration from the highest speed of which the machine is capable can only be described as outstanding. It marks out the Meteor 700 as one of the safest machines on the road. Adjustment at the front was required once during the test, following a number of deliberately savage applications from high speeds. Other than for unusual oil leaks at two head nuts, the power-unit was as clean at the termination of the test as when it started. No opportunity of checking the mudguarding presented itself for the weather was most kind throughout. However both mudguards are well valanced and appear to be more than adequate. A 75W dynamo provides the current for ignition and lighting, the latter being perfectly satisfactory for speeds up to 60mph on main roads at night. Finished in polychromatic copper-beech with a matching plastic cloth covering for the dual seat, the new Royal Enfield Meteor 700 is a credit to the Redditch factory, and is a machine which will ensure great pride of ownership to any-one lucky enough to possess one.”

“IT IS DIFFICULT to visualise a more attractive colour scheme than blue and silver, and confirmation of the effectiveness of such a combination can be found in the Model KHA twin-cylinder Ariel. Introduced within the past 12 months as a standard finish to all Ariel machines with light-alloy cylinder barrels and heads, ‘Wedgwood Blue’ surrounds an engine which is not only handsome in appearance but possesses a performance that is more than adequate for all but the most avid seeker after mph. To put the edge on both acceleration and maximum speeds, the pistons, giving a ratio of 6.8:1, suitable for Pool petrol, were changed for a pair which increase this ratio to 7.5:1. This proved entirely satisfactory with the better quality petrols now available and was originally arranged for export markets in which 80 octane fuels were normally available. Advantage was taken of the fact that the Ariel link-type rear suspension is offered as an optional extra to the rigid-framed specification and this spring frame was part of the equipment of the model under review. While the engine is one that revs freely, it is not ‘fussy’ in operation, for, throughout the test, there remained an impression of smooth tractability. Starting was always a simple. matter and the machine displayed no temperament in this respect. Although no really cold weather was encountered, a night or two in the open revealed that, in spite of oil thickened by low temperature, the engine would fire promptly provided the air control was used sensibly. Warming up quickly, the unit proved to be a little on the rich side and the air lever could be opened fully in a very short space of time.

All Ariel machines are possessed of a first-class riding position that is particularly suited to those with long legs. The dual-seat fitted provides a saddle height that is perhaps slightly inconvenient to those of short stature. With the machine at rest, some difficulty is likely to be experienced in putting both feet squarely on the ground. However, with adjustable footrests and pedals, a first-class riding position can quickly be arranged. Sensitive to tyre pressures, the KHA was found to react heavily to an under-inflated front tyre. With correct readings on the tyre gauge, low-speed handling proved sensitive down to walking pace. At all times the machine was extremely comfortable and the lack of hydraulic damping in the rear was noticeable only on bad roads at high speeds. A large depression traversed at 65 plus would induce a pitching motion. This did not seem to affect the front wheel, which stayed firmly on the ground, even in these extreme condition. Considerable travel is, of course, a feature of the Ariel telescopic hydraulically damped forks and it is almost superfluous to add that they gave a comfortable ride. The spring frame adds to the standard 56in. wheelbase and a machine so fitted is perhaps above average in length. These additional inches do not, however, have much effect on the cornering ability and the frame proved quite stable even when over-enthusiastic cornering methods were employed. Gear changing was pleasant by virtue of the light clutch and pedal movement. Normal changes were made with some slight pause and these were noiseless; snap changes were not always unaccompanied by noise but this slight indication of engagement did not affect the positive manner in which the dogs meshed. Neutral could always be found from either first or second gear and there was no clutch drag. In the same way, first gear could be selected smoothly and silently. A natural cruising gait of 70mph was spoilt by a slight vibration period. This resulted in the selection of a speed which, at 65mph, seemed too low or at 75mph, too high. The latter figure was inevitably chosen and produced no ill effects in spite of a maintained engine speed of approximately 5,000rpm. It is possible, however, that on a long-term basis, the piston

speed at this figure would be too high and might result in excessive wear. Acceleration to these road speeds was sparkling, aided by the effective gear change and well-selected ratios. A high degree of mechanical silence has been attained with this engine. Some slight noise, thought to be a slack valve adjustment, was finally traced to the magneto and could, in all probability, be attributed to the automatic advance mechanism. This commendable engine silence was backed by a quiet transmission and a reasonably modulated exhaust system. Particularly smooth in operation, both brakes proved efficient at normal touring speeds. During the course of several full-throttle runs the drums expanded and, on the front brake, the available usefulness was considerably reduced. It must be emphasised that this did not occur on the road; it arose only after a number of severe retardations from speeds in excess of 85mph. Normally the front brake was sensitive and progressive, with a feeling of positive contact between hand lever and brake shoe. Long pedal travel was a feature of the rear brake and this reduced the tendency to lock the rear wheel in emergency stops. A flexible cable connects the pedal to the brake cam lever. Adjustment at both front and rear is by conical shoe expanders. Adjustments during the test were confined to the brakes and the check on the valve adjustment mentioned earlier. This latter can be carried out without removing the petrol tank. A jet located at the rear of the primary chaincase provides oil for the rear chain. This it did with continued efficiency and without excess. Some caution must be exercised when topping up the oil tank for an overfilled tank will, after a high-speed run, blow oil over the rear of the machine. Otherwise, both engine and gearbox were clean and oil-tight; a slight smudge of oil and dust along the chaincase joint proved the only disfiguration. One fault showed in the electrical equipment. Towards the end of the test, following the maximum speed runs, a bulb fractured in the pilot light. Otherwise, illumination proved ample for night driving up to speeds of 65mph on main roads. The quality of the enamel finish and the chromium plate appeared excellent and neither had deteriorated to any degree when the machine was returned to Ariel Motors after the test.”

“ON AN ‘MPH PER POUND’ basis, the BSA Golden Flash must be one of the least expensive high-performance projects offered to the buying public in post-war years. In fact, every mile indicated on the speedometer at the machine’s maximum speed, costs approximately forty-two shillings and sixpence: a standing quarter-mile in 16½sec is thrown in for good measure. Such performance does give the fast-moving, long-distance rider an opportunity to cover daily mileages that are likely to remain proud boasts throughout his lifetime, and it is to this type of rider that the Golden Flash is most likely to appeal, for an outstanding feature of the machine is its ability to cruise at a speed dictated by traffic conditions rather than by the capability of the engine. In spite of this characteristic, the ‘bottom end’ performance has not suffered and there is no low speed temperament to make traffic negotiation a niggling business of clutch slipping and throttle blipping. Several efforts were made to get rid of a tendency to spit back through the carburetter when the throttle was opened quickly with the engine ticking over. This apparent weakness did not show at any other stage, and past experience has revealed that this slight fault can be cured by attention to the throttle slide. Starting was always effortless and the carburation was clean from low speed to maximum throttle. At the end of the test the near-side exhaust pipe had blued slightly at the port, but this minor tendency toward induction bias had no apparent effect on the unit. Both the handlebars and the footrests are located well forward and this produced a straight-armed position well suited to ‘leaning the breeze’. Although mounted forwardly, the handlebars are low and did not induce tired wrists when riding in thick traffic. All controls, both for foot and hand, are adjustable and a satisfactory stance can be quickly arranged. An adjustable stop is now fitted to the brake pedal which can be set comfortably below the ball of the left foot.

Both footrests are set on tapers and the gear-change pedal is mounted on a splined spindle. All hand controls were pleasantly smooth in operation and this, particularly where the clutch was concerned, assisted toward clean and noiseless gearchanges. Some pause was necessary when changing from second to third gear, but on this occasion only was any unusual delicacy needed. Changes were quite positive and could be made as fast as the pedal could be moved. First gear was selected from neutral without sign of clutch drag and no difficulty was experienced when finding neutral at traffic lights. No doubt the high degree of acceleration was due as much to well-selected gear ratios as to the excellent power output of the engine. Power output of substantial proportions is, however, necessary to maintain acceleration at above 70mph and the manner in which the speedometer needle would continue moving beyond the 70mph figures on the dial was most exhilarating. In this country, at any rate, the cruising speed of this machine is hard to define: not so difficult to ascertain was the minimum top gear speed, which could be assessed at 25mph. Below this speed, third gear was advisable if roughness in the transmission was to be avoided. At any speed, pinking, with the better quality fuels now available, could only be induced by brutal use of the throttle. On any type of road surface the handling and steering were excellent. The hydraulically-controlled telescopic front forks—now fitted with two-way damping—provided six inches of well-controlled movement. This softness of the front suspension tended to accentuate the firmness of the plunger units fitted to the rear wheel, particularly on bad surfaces, but on all main roads the springing, aided by the comfortable dual-seat, gave tireless riding. There was little evidence of the engine when it was at work. In every department—pistons, valve gear and crankcase—nothing could be heard of the unit when the machine was under way and little indeed when the machine was stationary. The subdued exhaust note was undoubtedly assisted by a high top-gear ratio (4.4:1), which ensured that no offence was given. Some slight noise emanated from the intermediate ratios of the gearbox, but against the overall excellence, it was little to complain of. Both brakes were well up to their job and would stop the machine from high speed in a most reassuring fashion. During the unusually extended test, and in spite of very thorough use, the front brake needed adjusting twice only and the rear brake not at all. Some squeal from the front drum was experienced in the early stages, but this disappeared as the unit bedded down.

Those unused to a unit of 8in diameter might consider the application to be fierce, but on closer acquaintance and using two fingers on the lever only, such criticism would undoubtedly disappear. No definable vibration period existed throughout the engine speed range until the unit was working at maximum throttle opening in the intermediate ratios. Several routine adjustments were carried out prior to the maximum-speed tests. These involved a check on tappet adjustment, magneto points and, on one occasion, the removal of dirt from the main jet. It is advisable to remove the 4¼-gallon tank to adjust the tappets, and this can be done by removing two bolts. At this stage, a recent addition to the tank-attachment lug at the rear was noticed; the bolt now passes through rubber bushes held in lugs welded to the tank. The work on both carburetter and magneto. was easily and quickly done. Several troubles were experienced with the electrical equipment, all of them subsequent to the maximum speed runs. A considerable quantity of electrolyte escaped from the battery and, leaking over both carrier and primary chaincase, spoilt the appearance of the machine. Inevitably, the wiring faults were discovered late at night. The first consisted of a broken wire close to the battery, which was easily found. The cables that came away from the switch terminal posts were not so easily discovered. These faults did, however, give the tester an opportunity to discover the accessibility of the switch gear and ammeter in the nacelle; this is revealed by removing the two head lamp bolts and lowering the lamp. There is undoubtedly more room than would be available if the units were mounted inside the head lamp. Two minor criticisms can be levelled at the machine itself. The first concerns the limited amount of ‘free space’ in the oil tank. If several miles are covered at high speed, frothing oil tends to over-lubricate the rear chain which, in turn, flings a film of oil over the rear of the machine. This spoils an otherwise clean unit on which the only small leaks were at the filler caps of both oil tank and primary chaincase. The second point concerns the rubber cover to the gear-change pedal; in the duration of the test, in which 1,500 miles were covered, the rubber had worn sufficiently to show the metal of the lever, which finally chafed the toes of shoes and waders, Small enough criticisms, both—and minor complaints when the general excellence of this good-looking machine is assessed as a whole.”

“BEARDED, AND THREE STONES lighter than when he left England in January, ‘Spike’ Rhiando arrived home on March 9 after a series of adventures as hair-raising as any related in fiction. It will be remembered that his original intention was to ride a scooter of his own design—the Scootamobile—across Europe and Africa to Cape Town, a distance of 10,000 miles. The scheme was thwarted, however, by unusually severe weather conditions in North Africa, including deep snow in the Atlas Mountains—at one point the machine had to be carried through a half-mile snowfield—and high winds in the desert, blowing sand which obscured the tracks and made navigation, except by compass, impossible. A direct result of the piling of sand on the tracks was the need for prolonged bottom- gear riding, with the machine averaging only six or seven miles in each hour. Under such sustained punishment the cooling system broke down, making it impossible to continue. At this juncture, -Rhiando had covered 2,400 miles, no fewer than 820 of which had been in bottom gear. Stranded on a dried-up lake bed, Rhiando protected himself from the intense cold of the desert nights by burning grass, ignited with petrol, and by building himself a small shelter. After several days of hardship he was rescued by a party of French geologists, after a military aircraft had spotted the brightly-coloured Scootamobile two miles from the place where Rhiando was searching for fresh grass. He reported that, generally speaking, his machine had stood up well to the arduous conditions. The plastic bodywork had withstood the hammering it received and only one or two faults had been found in the design. One was the tendency for the inside of the screen to become dust-covered. He plans to place in production the sports version of the Scootamobile which, unlike the model on which the attempted desert crossing was made, will be an open scooter. It will have 20in wheels and will be equipped with an electric starter. The price, it is estimated, will be £137.”

“Completed over a year ago, used daily for traveling 20 miles to go to work and raced, not altogether unsuccessfully, on South Eastern Centre grass tracks, the Rudge-powered special built by Norman Lockwood, Yorkshire-born engineer now of Woking, Surrey, is an interesting example of the work of an individualist who not only knows what he wants but also knows how to make it. Wartime experience in the aircraft industry, where Duralumin is as commonplace a material as soap in. a laundry, got Norman thinking in terms of lightweight construction when he decided to build a machine to his own design. And aircraft experience too, so he tells me, convinced him that it wasn’t a very sound scheme to weld Duralumin, because the effect of welding destroys certain characteristics of the material. So the old Speedway Rudge engine he had acquired is housed in a frame in which a single loop of 1in-diameter 16-gauge Duralumin tube is held solely by split clamps and pinch bolts passing through gusset plates to a box-section, steering head assembly. Similar split clamps and gusset plates locate the engine and gearbox, the latter component being completely surrounded by the heavy-section Duralumin rear engine plates. The rear fork assembly is built up of ⅞x⅞in chrome-molybdenum square tube and the front forks are of Duralumin. I asked Norman how he came to work out the head angle—the sort of question which, nine times out of ten, starts the proud designer propounding his particular theories on frame geometry—but in this case there was a delightfully frank reply. ‘I dug out a lot of copies of the ‘Green’un’, he said, ‘and measured the head angle, in photographs, of a lot of the best machines. They varied a surprising amount, so I took an average. It’s the same as the ‘ International Norton, actually, and the model has always steered very well. Weighing less than 250lb. the Lockwood special must be one of the lightest 500s in existence and if it isn’t exactly the best-looking, it is certainly one of the best-used. So often these home-made models are more to be gazed upon than to be ridden.”

“THOUGH THE DUTCH themselves do not, as yet, have a manufacturing industry of their own, they are increasing their assembly plants and the 31st Dutch show at the RAI in Amsterdam contains a great deal more than in the past of motor cycles which, if not wholly built in the country, can be classed as of Dutch production. Well-established concerns such as Eysink and DMF have some interesting new models on show; perhaps the most unusual-looking machine in the exhibition is an Eysink which features a frame comprising a large-diameter tube forming the backbone-cum-tank, to which are attached the steering head and short chain stay members. The 98cc Villiers 4F unit is held in a short extension of the saddle tube, there being no front down-tube. DMF show two new models, both powered by German Ilo units, of 200 and 150cc. The HMW cyclemotor is built at Hallein, in Austria, to a Dutch specification. Another attractive exhibit is the ‘Mosquito’ velomotor marketed by Knibbe and made in Amsterdam. It incorporates a V-shaped member combining seat and front down ‘tubes’; power is provided by an Italian Mosquito motor attachment. Something of a coup for the RAI is the exhibition of the latest Swedish Husqvarna 175cc two-stroke with rubber band springing for the front forks and swinging fork rear suspension with undamped coil springs enclosed in rubber tubes. Germany is well represented. A new Hoffmann features an unusually good-looking arrangement of shielding for the engine and gearbox and makes an exceptionally eyeable job of an otherwise fairly standard single-cylinder two-stroke. Adler show a sports version of the twin-cylinder two-stroke which gained such a reputation in last year’s ISDT. It has miniature shock absorbers for the bottom-link front suspension, upturned exhaust pipes, shielded headlamp and QD wheel. For Italy Innocenti dominate one end of the main hall with an ingenious moving display of Lambretta scooters running within circular revolving Perspex tracks. Vespa features an all-weather fitting to provide a coupé top and screen for the de luxe model. The competitively priced Czechoslovak Jawas are popular in the Netherlands and the Beers concern, still enhances the 250cc model’s good looks by adding a rear chaincase. In a country so bicycle minded as the Netherlands it is not surprising that the motor attachment is popular; the Birmingham-built Miller unit is among the many British products on show among the accessories.

“GENEVA WAS EN FÊTE last week-end when hundreds of clubmen from all parts of Switzerland, gaily clad and riding machines of Continental and British makes, took part in an ‘up-for-the-Show’ rally organised by the Union Motocycliste Genevoise.”

“IF THE GENEVA SALON can still be regarded as indicative of European market demands—as formerly was certainly the case—the 23rd Geneva Salon, suggests that the demand for British machines is waning. Sales in Switzerland of two leading Italian scooter makers, for example, were more than double the figures of the best dozen British motorcycle factories exporting to the Confederation.Attractively displayed in a compact exhibition are some 50 makes of machine from nine nations, including Switzerland. Great Britain is represented by three makes only (BSA, Royal Enfield and Vincent), as against 15 makes from Italy and 15 from Germany (however, neither the BMW nor the Zündap appears—another surprise, for these makes always attract attention). This remarkable drop in British exhibits is the result of a boycott by some Swiss distributors of British machines. They considered that the stand locations offered were unsatisfactory, and furthermore have felt for some years that a show in Zurich rather than Geneva would be desirable. Hence, on this occasion, conclusions based on exhibits can be misleading. However, the Italians continue to head the imports list. In 1951, 14,893 Italian machines were sent into Switzerland; last year the figure was 24,255. From Germany, 6,904 machines were imported in 1951, and 9,540 in 1952. Imports of British machines totalled 3,873 in 1951, and 1,781 in 1952. The only two makes from Great Britain which showed a small increase last year (as compared with the 1951 Swiss import figures) are specialist machines at opposite ends of the scale, namely, Velocette and Vincent. Of the Italian totals, Lambretta and Vespa scooters together contributed over 12,000 machines in 1951 and over 19,000 in 1952. The scooter has certainly made its mark with the Swiss. Several tendencies on Continental makes are evident at the Geneva Salon. Unit construction of engine and gear box, enclosing such items as magneto and/or generator and presenting easily cleaned, flowing curves, is now the rule

rather than the exception. There is extension of the theme of total enclosure of the rear chain. Wheel diameter on scooters is on the increase. There is wide use of light-alloy wheel rims on production sports (and even some touring) models. Pivoted-fork rear springing shows signs of superseding plunger-type suspension. Light-alloy hubs, with centrally disposed brakes, are in greater numerical evidence than previously, and there is a distinct swing toward light-alloy engines. On autocycles and built-for-the-purpose motorised cycles, there is increasing use of frame members to house the petroil, thus dispensing with a tank. The two most outstanding new models displayed are both of Swiss manufacture. In 1893, two brothers named Dufaux started making motor cycles (one of those brothers is still alive today). In 1903, one of their productions had a fuel tank shaped like a sacoche (bag); hence was born the name Motosacoche, which was continued until the war stopped production in 1942. There is general delight that Motosachoche has now returned to motor-cycle production after a lapse of 11 years. The machine is an up-to-the-minute, 250cc ohc parallel twin of very clean appearance. Of light alloy, the engine is square in more senses than one; the bore and stroke measurements are 54x54mm, and the head and cylinder finning, which is continued right down to crankcase level, gives the unit a square appearance. Although the fins continue right round the engine in unbroken line (except at the spark-plug position on each side), there is, in fact, a space between the cylinders through which air flows, though the space is not visible from casual inspection. Also invisible is the means of drive to the camshaft, which is by roller chain housed within tunnels cast in the left side of the block. The order of items on the left end of the crank-shaft, reading outward from the crankcase, is camshaft-drive sprocket, oil-pump drive pinion (the oil pump is of gear type), primary drive sprocket. Driven by the right-hand end of the crankshaft is a dynamo which supplies current for coil-

ignition and battery charging. Driven by the end of the dynamo shaft is the contact breaker and automatic advance-and-retard mechanism. In unit with the engine is a four-speed gear box, whence power is transmitted to the rear wheel by totally enclosed chain. The rear wheel is supported by a pivoted fork controlled by telescopic spring legs which incorporate air damping. Front-wheel suspension is by telescopic fork. Both wheels have light-alloy rims and hubs; the latter have centrally disposed brakes. There are two models—sports and touring—which are identical in outward appearance; the difference lies in cam form and valve timing. The sports model is said to develop 14bhp, and the touring model 12bhp. The price is 2,700 Swiss francs, equal to £225 [£8,100 in 2026]. In contrast, the prices of some of the British machines at Geneva are: BSA C11 de Luxe, 2,465 francs (£205 l0s); B31, 2,710fr (£226); Royal Enfield Meteor, 3,585fr (£280); Vincent Black Shadow, 4,850fr (£404) [£14,600 in 2026]. The second outstanding new Swiss model is a 250cc ohv Universal single with shaft drive. For sheer cleanliness of line of the engine-gear unit, nothing has been made to surpass this handsome newcomer. The engine is in light alloy; the valves are operated by push-rods housed in concealed tunnels cast in the cylinder. Except for a polished aluminium nose, the whole of the shell of the unit is stove-enamelled in an attractive metallic grey. Crankshaft is in line with the frame and at its front end the shaft drives the Scintilla magneto-dynamo. The battery is housed in a tool box. From the four-speed gear box, the shaft drive to the rear wheel is on the same principle as that of the well-known Universal transverse twins. The rear wheel is carried by a pivoted fork, the taper arms of which are pressed from seamless steel tube. At the front end, the arms are bridged by a welded-on tubular member shaped in the form of a shallow U, this to pass under the universal joint of the shaft drive; the pivot bearings are bronze bushes. Hydraulically damped, telescopic spring legs control fork movement. Features of the specification are light-alloy rims and hubs with central brakes. A power output of 14bhp is claimed. The price is

2,700fr (£225). The weight is 138kg (approximately 304lb). Much interest is centred in a new German Horex QC specially designed for the Swiss market. This machine also is a 250 pushrod-ohv single. Though cast iron is the cylinder-barrel material, light alloy is used for the large, square, single-port head. Helical timing gears are employed. The fuel tank is of new shape and there is a new, oil-damped telescopic front fork. Features are plunger-type rear springing, light-alloy rims and light-alloy hubs with central brakes. Weight is 144kg (317lb). The price is 2,590fr (£216). A special feature of the new Horex is the tubular silencer, which is appreciably longer than average. This is to ensure compliance with the Swiss regulation which requires that the exhaust noise of a motor cycle shall record below 90 phons. It is shown alongside the prototype 500cc Imperator twin with chain-driven ohc twin and gear primary drive. Specially prepared in this respect for the Swiss market is the 250cc ohc NSU Max. Indeed, the silencer is of such length and diameter as virtually to dominate the left side of the machine. A maximum noise level of 85 phons is claimed —this with an output of over 18bhp. Another newcomer designed specially for Switzerland is the four-speed RT 250 H two-stroke DKW. The Swiss-built transverse flat-twin 580 and 750cc Condors now have all-alloy ohv engines and the final shaft is now enclosed. Larger brakes are fitted and the gearbox provides eight speeds. Rear suspension is by spring-controlled plungers with teles at the front. Smaller models are two-strokes: a 350cc inclined parallel-twin a Villiers-powered 197. Most of the well-known German makers are here with models which have already been seen at previous European shows this season. A highly interesting new machine designed for sidecar or solo use is shown by TWN. The engine is a 346cc, two-piston ‘split-single’ two-stroke with common combustion chamber. Two carburettors and two exhaust pipes are fitted; yet the normal principle of split-single operation is unchanged. Object of the two carburettors is to ensure that both pistons are cooled by incoming fresh gas. Exhaust outlet is from the left-hand bore only; part of the exhaust gas travels through the exhaust pipe on the left, and the remainder passes through an internal passage across

the front of the cylinder block and thence into the exhaust pipe on the right. Here is yet another German firm which is noise conscious. Both exhaust pipes on the new TWN increase in diameter to provide expansion chambers of no mean capacity over the downward sweep from the exhaust ports; the diameter then reduces to normal for the low-level, horizontal length of the pipes, which terminate in large, fishtail-ended silencers of a shape not uncommon on Continental two-strokes. The result is said to be elimination of the annoying penetrating character of the exhaust noise associated with many two-strokes, and reduction of the noise level to below 85 phons. Hitched to a Steib sidecar and mounted on a revolving dais, the TW Boss, as this new model is named, makes an imposing exhibit. Wall charts show the power output to be 16.5bhp at 3,800rpm, and nearly 11bhp at 2,500rpm; these figures suggest engine characteristics eminently suitable for sidecar work. The model is equipped as standard with the Teves system of hydraulic operation for the rear and sidecar-wheel brakes, both operated by a single pedal; the master cylinder is built on to the engine unit. The machine has total enclosure of the rear chain, plunger-type rear springing, light-alloy hubs with central brakes and light-alloy wheel rims. All wheels are interchangeable, and a spare wheel is provided. Both carburettors are fed through an air cleaner. The price solo is 2,800fr U233), and with sidecar approximately 4,000fr (£333). An unconventional machine from Italy is the Macchi 250, made by the aircraft firm AER Macchi. The main frame consists of two tubular loops in the form of a shallow U which run from the bottom of the steering head to a position just behind the saddle. Support for the saddle is provided by a tubular V which runs forward from the rear of the main loops. To the apex of the V is attached the nose of the saddle and the rear end of the tank. The tank itself forms the link between the apex of the

V and the top of the steering head; two reinforcing bars run through the tank from front to rear. The power unit is a 246cc two-stroke parallel twin in unit with a four-speed gear box. The unit lies horizontally and is pivot-mounted to brackets welded to the bottom of the frame loops. The rear wheel is carried in a fork, the arms of which are, in fact, the exhaust pipes; indeed, both front and rear wheel suspensions are similar to those employed on the Macchi 125cc scooter, examples of which were seen at the last ISDT. The wheels have light-alloy rims equipped with 3.50x15in tyres. An interesting scooter from Italy is the latest Vittoria, which is powered by the NSU 125cc two-stroke engine in unit with a four-speed gear box; power output is claimed to be over 5bhp at 5,000rpm. Here again is an example of the engine pivoting with the fork that carries the rear wheel; movement is controlled by telescopic spring legs which incorporate hydraulic damping. Front wheel suspension is by telescopic fork. Tyre size is 3.50x10in; the weight is 90kg (198lb). Latest effort from the German Messerschmitt aircraft factory is an attractive three-wheeler saloon in which two bucket-type seats are arranged in tandem. Body construction is a steel tubular frame panelled in sheet steel. Sides, domed top and back of the saloon are in transparent plastic above about chest level with the occupants seated; the wind-screen is of safety glass. Sliding windows are provided on one side and there is a corresponding removable panel on the other side.

The saloon top is hinged along the right side after the manner of many British saloon sidecars. When the top is hinged back for entry of the driver and passenger a left-side body panel is raised with it which opens the vehicle down to driving seat level; hence no contortions are required for entry and exit. A compartment for parcels is provided to the rear of the back seat. If required, the rear seat can be lifted out and luggage carried instead. Power unit of the Fend-Kabinenroller, as this three-wheeler is named, is a Fichtel and Sachs 175cc two-stroke. The engine, four-speed gear box and fuel tank are mounted on a pivot steel framework which is pivoted (the bearings are spaced to the width of the vehicle) and which also carries the rear wheel; rubber bands and a long coil spring comprise the suspension media. Positive-stop gear changes are effected by a hand lever positioned on the right of the driving seat; this lever operates the clutch automatically when a gear-change is made. Throttle control is by twistgrip, and steering (which is direct) is controlled by handlebar. The windscreen wiper is operated from a trigger lever on the handlebar. All three brakes are coupled and actuated by a single pedal. The front wheels are independently sprung. Red-light trafficators are provided front and rear. The 4.00x8in, the weight is 155kg (341lb) and the price 2,985Fr (£249). Montesa is debuting a 124cc two-stroke with, oddly enough, a separate gearbox and an even more separate foot control. One edition sports electrically heated fur-lined handlebar muffs and an electrically saddle cover—from sunny Spain too! The Austrian Puch concern show a new 175 with twin plugs and carburetters. Belgium sends her FNs, as before, and a new cyclemotor, the Flandria, with two speeds and plunger suspension; and Hungary has produced the Csepel in two new models, a three-speed 125 type and four-speed 250. Scooters abound in their dozens. Vespa has a special Swiss model with coupled brakes and, for the first time, the German Goggo has a 200cc engine. One Goggo model, for invalids, has three wheels; another has a lightweight Royale sidecar. The Italian Frizoni has a 160cc Astoria engine and four-speed box.”

“DURING A VISIT to the Motosacoche works in Geneva there was an opportunity to ride the new Motosacoche ohc 250 twin touring model, with only 300km (about 190 miles) on the speedometer recorder—the engine gave the impression of being still on the tight side. The engine had been warmed up to some extent before the machine was handed over and there was thus no opportunity to test the cold starting. One gentle prod on the kick-starter brought the engine to life, and it idled slowly, evenly and reliably with the twistgrip in the closed position; both cylinders fired regularly, and the exhaust at tickover was virtually inaudible in traffic. There was also a marked absence of mechanical noise. Pedal positions are kickstarter and gear change on the left, rear brake on the right. The gear pedal is moved down for downward changes, and up for upward changes; neutral is in the conventional position between bottom and second. Operation of the clutch was light and sweet. Not the slightest noise accompanied engagement of bottom gear at a standstill; whether on the move or stationary, selection of neutral from either bottom or second gear was easy and positive. Slightly greater movement of the pedal was necessary to effect changes than is the case on some British machines, but surprisingly little effort was required to move the pedal. Silent changes could be made in either direction without noticeable pause. First impression was of excellent low-speed steering; there was no difficulty in turning feet-up circles in either direction in a narrow road at less than walking speed and, thanks to the even pull and docility of the engine at small throttle openings, this was accomplished with the clutch fully home. Next impression was of extreme comfort. The telescopic front fork has a long, soft action. Generous movement of the rear wheel is provided—soft around the static load position. Added to this there is the cantilever mounted saddle, itself capable of long movement and, like most Continental saddles, shaped to provide maximum comfort. On the open road, so ready was the response to

opening of the throttle that the temptation could not be resisted to disregard the comparative newness of the engine and make a quick run-up through the gears. From a standstill, 85kph (about 53mph) was seen on the speedometer in a surprisingly short period of time; one was apt to overlook that the machine was only a 250. The engine ran smoothly, quietly, and without any fuss up to about 22mph in bottom gear, 37mph in second, and 48mph in third. These are not, of course, the ultimate maximum speeds in the indirect gears. Top-gear ratio gave the impression of being too high for maximum performance to be obtained except under very favourable conditions (but this might not be the case with the engine fully run-in). On the other hand, there was the feeling that it would be impossible to over-drive the machine in top gear; and that the engine would be quite happy to cruise at 50mph indefinitely. At the other end of the scale, the engine pulled smoothly and without a trace of transmission snatch down to 14mph in top gear. No greater compliment can be paid to the high-speed steering than to say that the rider was entirely unconscious of it. Suitable terrain on which to test high-speed cornering was not encountered during the brief run. The suspension was entirely adequate. Whether the road was smooth or bumpy made no difference either to the steering or to the rider’s extreme comfort at any speed of which the machine was capable. The exhaust note remained unobtrusive to the rider right up the scale. Outstandingly good were the brakes, which are centrally disposed within light-alloy hubs. Both were light to operate to maximum effect, yet had that desirable measure of sponginess which enabled the rider to feel the degree of application to a nicety (the kind of feel that would be appreciated particularly on slippery roads). It was possible to squeal the front tyre from top speed downward; in fact, the brake gave the impression that it would be capable of locking the wheel at low speeds. The only criticism concerns the position of the rear-brake pedal. It was necessary to take the right foot off the rest and move the leg appreciably forward to reach the pedal pad. This feature is to be modified forthwith on the production models.”

“FOLLOWING THE EXAMPLE of the British Triumph organisation, Germany’s NSU factory is marketing a conversion kit for its 300cc Konsul model. This includes Alfin cylinder and light alloy head with larger than standard valves, special cams and a 32mm choke downdraught carburetter, and is said to increase the performance of the engine from 20bhp, giving a top speed of over 90mph. Only minor changes are being made to the NSU Rennfox 125cc racing machines for the coming season. Part of the valve gear has been redesigned to achieve a reduction in weight. The arrangement of the twin overhead camshafts remains virtually unaltered, but more space has been found for the rockers and valve springs by slight modification of the massive, square cylinder-head casting. Engine power output is said to be over 14bhp at 10,000rpm. NSU has been notably reticent over disclosing details of the 125cc engine’s interior; this drawing is the first to be completed. The crankcase and gear box are composed of three main castings, the middle one of which forms the timing-side half crankcase as well as housing the spur-gear primary drive to the multi-plate clutch. The gear box is of the cross-over drive type and the driving sprocket is on the left-hand end of the gear box main shaft. As usual on racing machines, the crankcase is very deep, and the cylinder is spigoted into it for more than a third of the stroke. Drive to the twin overhead camshafts is by means of a vertical shaft and bevel gears. Mounted on the timing side of the engine, the vertical coupling is driven by a bevel gear attached to the spur pinion interposed between the crankshaft and clutch pinions. The top bevel box houses also the spur pinion gears driving the camshafts; it extends the whole length of the cylinder head and is bolted thereto. The cam pinions incorporate a vernier-type adjustment for timing purposes. Valve springs are of the hairpin type, and are enclosed within the cam box.”

“MARCH OF TIME: To many who rode motor cycles down the Brighton road in the ‘nineties, telephones and gaslight were new-fangled. On March 22 the performances of those who take part in the Sunbeam MCC’s annual Pioneer Run to Brighton are to be televised.”

“Triumph teamster Jimmy Alves has recently produced in his workshops at Glastonbury an attractive special for scrambling, and it weighs only 305lb. The swinging-arm rear-fork assembly employs Feridax-McCandless springing units and pivots on Silentbloc bushes set in a bridge piece fabricated from steel plate. The steering head is standard Triumph ‘A’ pattern, hearth-welded to the frame tubes. The Triumph engine, gearbox and primary drive oil bath are assembled as a unit, being held in the frame by four main ⅜in, bolts and two short ⅜in bolts to take the engine thrust. A number of other power units could be accommodated in the frame. A single-bolt petrol tank- fixing is used, with the tank resting on three standard Triumph rubbers set in cups incorporated in the frame members.”

“DESCRIBED by HRH the Duke of Edinburgh as a concrete way to make the roads safe, the RAC/A-CU Training Scheme for learner motor cyclists is to be made the subject of an experiment which has as its ultimate objective the establishment of training facilities in all towns of reasonable size throughout the country. With the aid of 24 motor cycles donated be members of the Manufacturers’ Union a pilot scheme which will be put to the test in the Chatham and Rochester, Guildford and the Crystal Palace—districts with widely differing characteristics to provide a cross-section of the country as a whole. Instructors, to be recruited by the RAC, preferably from among local clubmen, will receive expenses and bonuses payable as results…it is anticipated. that several hundred learners will be trained within 12 months. By making the fee for the full course Of 12 practical and theoretical lessons 36s, inclusive of the proficiency examination, it is believed the scheme will be self-supporting, as the RAC will continue to make no charge for the administration work involved. The pilot scheme is supplementary to, and in no way in competition with, the original scheme established in 1947 and now being worked so successfully by some 60 A-CU clubs. The plan was supported by Sir Gilmour Jenkins, KCB, KBE, MC, Permanent Secretary to the Ministry of Transport; Sir Frank Newsam, KCB, KBE, CV0, Permanent Under-Secretary of State, Home Office; Sir Howard Roberts, CBE, DL, Clerk of the LCC and Chairman of the RoSPA National Executive Committee; and by Professor AM Low, chairman of the A-CU and the RAC Motorcycle Committee. RAC chairman Wilfred Andrews concluded: ‘Harness caution to courage and rich will be the reward.'”

“A FRENCH IDEA. With characteristic ingenuity a French engineer, MV Bouffort, has fashioned a two-wheeler which he calls the ‘Valscooter’, powered by a 98cc Villiers engine. The aluminium rear bodywork is built in the shape of a box and forms a structural member. It is closed by a lid, to which is bonded the sponge-rubber seat pad. Supported by a spindle at its forward extremity, a welded-up, tubular fabricated ‘chassis’ within the body carries the engine two-speed gearbox unit and the rear wheel. Up and down motion of the ‘chassis’ is controlled by two rubber bands at the rear; the engine is, of course, unsprung. There is no front suspension. Four attachment points at the front of the body receive two long, steel pull-out spindles which locate a welded-up tubular front sub-frame. The steering head pivots about a spindle on the sub-frame and is secured by a pull-out pin. Once the pin is removed, the steering head, front fork and wheel fold neatly between the two lower sub-frame members, the head stem and handlebars first being removed simply by operating a catch. Removal of the two spindles enables the complete sub-frame to be detached and this is then stored in the ‘bodywork’ the entire operation takes but 30 seconds, and reassembly is equally quick. Leather handles are provided on the rear body to enable the scooter to be lifted or wheeled when folded. In its folded form it measures but 2ft by 1ft 3in by 1ft, and the weight is only 85lb. The Val-scooter—short for ‘valise scooter’—is claimed to have a top speed of 35-40mph. Aircraft tailwheels are used and only one brake is fitted, a point which will be rectified to comply with British requirements. Production models will also incorporate a QD rear wheel.”

“FOR QUALITY OF MATERIALS and workmanship, there is no better motor cycle in the world than that made in Britain. This is a fact, undisputed among foreign purchasers of our industry’s products. But—and here is a big ‘but’—it is also a fact, reflected in declining export figures, that the British motor cycle is fighting a losing action on the European front, as was demonstrated with special emphasis at the Geneva Show. Switzerland, in the immediate post-war years our best customer in Europe, and in the world’s markets our second best, now buys our motorcycles in steadily diminishing quantities. In 1948 41% of new machines registered in Switzerland were British. In the following three years the returns were 34, 26 and 13%—1952 saw the nadir at only 6.5%. What is the cause of this decline? The Swiss still want motor cycles. The peculiar geographical layout of their country and the nature of their roads make two-wheel transport particularly desirable. They are not, generally speaking, short of money and they acknowledge freely they would still prefer to ‘buy British’. Well, why don’t they? A memorandum was recent circulated among its members by a Swiss traders’ organisation which particularly concerns itself with the importation of motor cycles into the Confederation. While expressing regret at the necessity to do so, this document gave a warning that those considering orders for British motor cycles should use discretion because the design and certain constructional details thereof tended to adhere to out-of-date concepts no longer acceptable to Swiss customers. The British love of conservatism is often the butt of not unkindly intended wit on the part of foreigners. We rather enjoy it—but here the subject is no joke. If we are losing our overseas markets on account of our determination that what suits us has to suit our customers, surely the time has come when the brains behind our industry should be directed towards a revision of that policy, because what is happening in Switzerland can easily be repeated elsewhere. It can readily be appreciated that the heavy expense of producing models specially adapted to the needs of any given market cannot be lightly undertaken. But so far as Switzerland is concerned, that is exactly what our most serious competitors, the Italians and Germans, are doing, and at the Geneva Salon there were many examples of ‘Swiss Only’ models. In several cases, these were merely slightly modified standard machines, but the inference was there and the agents were making the most of it. Finally, although we need hardly repeat previous statements on the subject, there is a continuously expanding market for scooters on the Continent—and Britain still takes no share in it.”

Motor Cycling reviewed the growing choice of skidlids…

Motor Cycling also published an haute couture fashion designer’s take on riding gear for women…

“SID WILLIS, Australian lightweight title-holder, is to race his home-built 250cc Velocette in England and on the Continent this summer. Having sold his two larger Velocettes to raise the fare, he will come over with Tony McAlpine. Standing less than 5ft and weighing under 9 stone, Sid has had an unbroken run of victories in the 250cc class on the machine he has built up from a KTT. A pattern maker by trade, he supplies many leading Australian riders with their racing pistons.”

“A DEVON RIDER of the name of Yelland decided to give his fiancée some instruction in handling his motor cycle, and they accordingly changed places, she sitting on the saddle and he upon the pillion seat. Unfortunately, the young lady had neither driving licence nor insurance cover. The result of a meeting with a police officer was that the pair appeared in court on the usual charges. Mr Yelland’s defence was certainly novel. He maintained that he was able to control the machine from the pillion, and demonstrated the fact to the justices outside the court. So convincing was the display that the magistrates dismissed the summons relating to insurance, although fines were imposed on the licensing point.”

“HAVING ACTED FOR Associated Motor Cycles Francis Barnett as their resident factory representative in the East for a number of years, the letter signed ‘Black Shadow’ indicates that the writer has an extremely limited knowledge of motor cycle sales in Pakistan. In Karachi, Matchless, Francis-Barnett and Royal Enfield are adequately represented by the leading motor cycle firm there, Poled and Co. Norton, BSA and James are represented by Almukhtar and Co, a subsidiary of the big Shah Nawaz car group. Ariel and Panther are represented by the old-established concern, International Traders. Velocette, Douglas and the Italian Vespa are represented by Talpur Motors, and Triumph by the Universal Engineering Co. The only four Continental firms represented are CZ, Jawa, Lambretta and Horex. Of these four, CZ sells because of its extremely low price and it should be borne in mind that this unit, as well as the Jawa, is made behind the Iron Curtain. As to Karachi being a good market for motorcycles, the total number of units in Western Pakistan is only 2,683, excluding those used by the Armed Forces. Due to the non-co-operative attitude of The Karachi Customs and the Police Registration Officials, it is extremely difficult to obtain reliable statistics, but British motor cycles obtain quite a large percentage of the markets and the main outlet for units of Continental origin is the Ape Motorickshaw, manufactured by the Italian Vespa company. It should, therefore, be obvious that the British manufacturers are not losing a growing market, but are fully aware of the importance of the Pakistan market, bearing in mind import licensing difficulties which are acute at the present time.
HF HIGGINS, Bombay, India.”

“RECENTLY I WAS pulled-up by a very friendly motor cycle policeman and warned about my spotlight attached to the forks by one of the bolts holding the head lamp. Strictly illegal, he informed me—only one movable lamp permitted! The fact that the head lamp is attached to the forks makes it the one movable lamp. Therefore, all additional lights attached to any part of the front fork assembly—handlebars, forks, mudguard—are illegal. It would seem one must fit crash-bars higher than 30 inches in order to attach a spot light.
WH REDFORD, Addlestone, Surrey.”

“AT LAST YEAR’S London Show, the ratio of spring-frame to solid-frame models exhibited was 120 to 81. These are telling figures in themselves, but sales over the past few months suggest that rear springing is even more popular than the exhibits indicated. An approximate assessment is that around 80% of all new machines ordered are of the spring-frame type. Even in the keen price ranges, a buyer will usually pay the extra charge required if springing is not a feature of the standard specification. Assuming current indications are a reliable guide, the days of the solid-frame new machine are numbered, except for specialised purposes such as sporting trials. Manufacturers are likely to standardise rear springing, not only because demand makes this step appear justified, but also because standardisation should result in production economies. The various suspension systems available have their pros and cons which, it might be emphasised, should be judged on the basis of the price of a machine and normal usage as well as effectiveness in the technical sense. However, since a springing system may be called upon to accommodate loads varying between a lightweight rider at the one extreme, and the combined weight of a heavyweight rider and passenger, or the loading imposed by sidecar work, at the other, a device to provide quick and effective adjustment for load is highly desirable. This development is one to which technicians should give urgent attention.”

“SINCE THE WAR the Wessex Centre’s annual Kickham Trial, one of the national trade-supported events, has had more than its share of bad weather. But last Saturday the organisers would have been glad to see some rain for the majority of the well-known hills around Bath were so dry that they had lost almost all their usual sting. In the circumstances it was a remarkable achievement to find a course that was just easy enough for one man—the remarkable George Fisher on his 125cc Francis-Barnett two-stroke—to complete without the loss of even a mark, yet difficult enough to avoid a single tie for any of the several class cups. Another commendable feature of the course was the fact that it was no more easy or difficult for early starters than it was for those among the 132-strong solo entry who started late.”

“The results of the silencer congress carried out by the Federation Motocycliste Suisse have now been published, and it is noteworthy that the most efficient silencers submitted for test effected a reduction in exhaust noise of 13% as compared with the silencers originally fitted. Even more remarkable is the fact that the silencers caused no loss of power; the most favourable design actually resulted in an increase of power of 8% over the output with the standard silencer. Of the 36 silencers entered for the tests, only 12 were considered efficient enough to merit inclusion in the awards list. There were three classes: engines up to 50cc, two-stroke engines above 50cc and four-stroke engines above 50cc. The respective first-prize winners were French, Italian and Swiss. The conclusions of the jury were that the exhaust silencing of motor cycles could be improved by the adoption of suitable silencers; that the reduction of mechanical noise could do much to improve the overall silence; and that driving methods play an important part.”

“JA PRESTWICH AND CO, the well-known manufacturers of JAP power units, are in production with newly designed 248, 344 and 497cc motor cycle racing engines. Each engine is available in four forms: for petrol or alcohol fuels, and with dry-sump or total-loss lubrication. All engines have Elektron crankcases, Wellworthy Al-fin cylinders and light-alloy cylinder heads with inserted valve seats and sparking plug bosses. Push-rod operation is employed for the valves, and return springs for the rockers supplement the double hairpin valve springs. The new engines are being fitted by EA Barrett into the racing machines which he is marketing for the coming season. Featuring all-welded, duplex-loop frames, with pivoted-fork rear springing and novel Earles-type leading-link front forks, the 250s are expected to scale approximately 2251b and the larger models 2501b. These machines will be marketed under the name Phoenix. The manufacturers’ address is HB Engineering, Newton Road, London, N15.” Vic Willoughby checked out the Phoenix project for the Blue ‘Un: “During my visit to the JAP factory I saw one of the 248cc engines showing its paces on the bench. Running on 80-octane petrol, with a compression ratio of 9 to 1, it was delivering 18.6bhp at 7,200rpm. This 250 engine, I was told, had gone like the proverbial bomb straight from the drawing board; it produces 23.5bhp on alcohol fuel with a compression ratio of 14 to 1. At that time the 344cc engine had not been bench tested on its petrol compression ratio of 8.8 to 1, but, with a 14-to-1 piston and ‘dope’ fuel, it had turned out 34.5bhp at 6,500rpm. The largest engine of the trio operates on a compression ratio of 8.6 to 1 on petrol, on which it develops the creditable figure of 39.6bhp at 5,800rpm. When run on alcohol, it, too, employs a 14-to-1 piston, and its maximum power output is then 46bhp at 6,000rpm. These, then, are the latest JAP racing engines, around which Barrett is confidently constructing his new frames.”

DUBLIN’S FIRST MOBILES: Very belatedly, as may be thought, Dublin’s first mobile police squad now comes into action to try to sort out the muddle of the city’s traffic. That, according to the Irish Times, has become chaotic, and the uniformed motor cyclists will he faced with a task that promises to be far from easy. According to the same paper, the road conduct of the citizens is characterised by a sublime disregard of all rules and regulations. Each and all follow their own ways—not always sweet—and if serious trouble follows, well that is just too bad. Consideration for others is not in their code; courtesy is something they do not appear to have heard about. The journal flays them all; motorists, cyclists, and pedestrians. Motor cyclists, though, do not get a special mention, for the reason, let us hope, that their behaviour is such as to escape censure.”

“A SPLIT WHEEL, designed to permit easy tyre removal and fitting, was displayed by TR Reeves, of 118, Tetley Road, Hall Green, Birmingham, 11 at the recent Modern Inventions and New Ideas Exhibition. The wheel can be adapted to suit any type of car or motor cycle hub and, for motor cycles, either chain or shaft drive can be accommodated. Mr Reeves was with the Sunbeam company during the development of the post-war models and a prototype wheel, having a 16x3in rim, bears a close resemblance to those for the S7 model.”

“A TROPHY, to be known as the TG Meeten Trophy, is to be awarded annually to the rider (or team) who, riding a British-made two-stroke, puts up the best performance during or throughout the year in any sphere of motor cycling. The trophy is to be a form of two-stroke Maudes Trophy, and entrants will range from such riders as W Barugh in scrambles to those who completed the round-Britain tour last year on a trio of 98cc James machines.”

“RECENTLY, AT ANY RATE, the scooter has been developed chiefly by Italy. It may be judged fairly enough, accordingly, that these people should have taken it upon themselves to produce a definition of this class of machine. The Italian formula lays down a maximum engine capacity of 125cc; an open frame, and wheels with rims of not more than 17in diameter. According to current practice, it allows designers plenty of latitude. But in this particular respect need they be tied down at all? The scooter has a long way to go yet, and experimenters should be given a free hand so far as possible.”

“MR PETER LEE-WARNER, using a 49cc Power Pak on a trade type bicycle, is to start from Australia House, London, en route to Sydney. Australia. Mr Lee-Warner’s equipment will include a special reserve tank of drinking water, a tent, sleeping bag, seven days’ food supply, medical kit and a cine camera. It is hoped that the journey to Australia and back will he accomplished within 12 months.”

“THE AUSTRALIAN TT moves from one state to another and, owing to local conditions, may take place at almost any time of the year. Thus it happens that only a few months after the 1952 title event the 1953 TT has already taken place. It was staged on a 4l-mile circuit at Longford, near Launceston, Tasmania, and was organised by the Tasmanian Road Racing Association. Riders from Victoria collected eight of the nine titles contested during a meeting which opened on Saturday, February 28 and which concluded on Monday, March 2.”

“THERE ARE THOSE who advocate that the regular inspection of all motor vehicles should be compulsory at certain intervals. That certificates of serviceability should be added to the documents we already have to carry and produce for inspection when required. Despite powerful backing, the notion has so far failed to secure the support of any Government. For the reason, possibly, that comparatively few road accidents are caused by mechanical failures. That is shown clearly enough by the available statistics: on their evidence, this further restriction, which would be costly as well as time-wasting, appears quite unnecessary. Yet a Coronation Year stunt, with this same idea at the back of it, is being sponsored by the Transport Ministry. With the blessing, too, of the garage trade, whose organisations have approved a plan to encourage car users to have inspections carried out, at a standard charge, as a voluntary gesture in support of the 1953 road safety drive. This could be a subtle manoeuvre. So warns the leading paper of the industry most concerned. They see in it a step towards introducing compulsion; a softening-up operation to make the public more inclined to accept an additional restriction by order.”

“REPLYING TO A REQUEST, made by the Road Safety Committee of the Boston Rural District Council, for the revision of road signs marking the approach to a notorious local danger spot, Major WA Rogerson, the Holland County Council Surveyor, is reported to have written: ‘The cluttering of roads with signs will never prevent accidents; it is more common sense and road sense that is required.’ Adding that motor cyclists have been the principal sufferers at the point concerned, he saw fit to support his contention with the extraordinary statement that ‘as the majority of them are mad, you can do nothing about it; they must go on killing themselves until they are extinct.'”

“SINCE THE BEGINNING OF 1953 there have been three important motor cycle shows held in Belgium, Holland And Switzerland. It is of interest now to glance back at these shows, to see a little more of what was exhibited there and to study a further selection of the machines which visitors were enabled to examine…”

“IN THE BRIGHT SPRING SUNSHINE of last Sunday the motor cyclists of today came in their thousands to pay tribute to the motor cycles of yesterday—the machines upon which had been laid the very foundations of the industry from which had sprung their own sleek mounts. The pilgrimage was made, mostly, along the famous London to Brighton road—scene of so many stages in the evolution of modern transport—and the occasion was the 17th Pioneer Run organised by the Sunbeam MCC for riders of motor cycles built before the end of 1914, that fateful year which had cried ‘Finish!’ to an epoch. Of the 223 machines entered there were only 10 non-starters, and of the entrants, no fewer than 40 had nominated machines dating from 1904 or earlier, the palm for the oldest model being taken by the 432cc Romain-Orleans tricycle ridden by JF Sloan. It is a machine of French origin built in 1898. Starting point was the yard of the railway station at Tattenham Corner, Epsom Downs, and a foretaste of the interest being taken in the Run was given by the huge crowds, not only of motor cyclists, which surrounded the fine old machines standing in the paddock. Gone,

indeed, was the once popular expression, descriptive of a pioneer motorcycle—’Old Crock’. Instead, the vast majority of the machines looked to be in showroom condition, or at least as they might have appeared after only a few years of careful usage. Hard it was to believe that some of the ‘ancients’, their sparkling nickel plate and gleaming enamel reflecting the morning sun, had spent many long years lying, rust-riddled and forgotten, in field or outhouse and had been restored to their present state by patient and loving care on the part of real enthusiasts. In fact, in not a few instances, the old-timers put to shame the near-new mounts of the observers who were to accompany them to Brighton. But interest lay not only in the machines themselves, absorbing though these might be. Certain of the riders claimed the attention of the spectators. For instance, top-flight Norton race-ace, Australian Ken. Kavanagh, was seen putting in a few practice laps in the paddock on the 1912 3½hp sv single-speed Norton which he was to ride; Graham Walker, editor of Motor Cycling, knelt beside his 1913 2¾hp Douglas, not so much in adoration as in reparation! CF

Caunter, custodian of the ancient vehicles in the South Kensington Science Museum and therefore an expert among experts, warmed up the two-stroke engine of his 1914 2¼hp ‘Baby’ Triumph. His observer, ex-TT star HG Tyrell Smith, somewhat ruefully handed over his badges of office to a successor, for the regulations forbade the use of trade plates and his 1953 Thunderbird, upon which he had travelled up from Coventry to attend the Run, was thus equipped. On the only existing example of a four-cylinder Douglas, a 696cc model of 1906 vintage, was 74-year-old Duggie Withers, dad of Eddie, who rode a more orthodox 1911 twin. One of the most interesting partnerships was that of the 1909 Wooler ‘all-sprung’ horizontal two-stroke single ridden by LV Fenton and observed by J Wooler riding a 1923 Wooler twin, accompanied by R Wooler on a prototype of the 1953 flat four described in Motor Cycling in November last. An early arrival at the start was president of the Manufacturers’ Union, Mr JY Sangster. One by one, competitors and observers brought their mounts up to the starter and received his orders. Through ranks of spectators every machine got away to a good start, led by JP Smith on his extraordinary three-wheels-in-line 4½hp Slinger of 1901 vintage. P Tacon, a fractured leg held stiffly in a plaster cast following an accident, carried his nurse in the forecar of his 1903 375cc Humber. H0 Twitches, that arch-priest of pioneer restoration, bestrode a 1911 3½hp Triumph in perfect condition—and

his observer was mounted on a 1919 model of the same marque which dazzled the eye. The 1913 532cc Scott of 0W Tyler purred away in true Saltaire style, its warning bell clanging away merrily. Original, plunger-type rear suspension and all-chain drive in conjunction with pedalling gear struck an incongruous note in EH Beckham’s powerful 1913 ohv twin Pope—an American 1,000 which had been fitted with a 1924 Scott front brake to render it legal on British roads. Almost as soon as he had started, ill-luck befell CF Burton, whose 1903 239cc Quadrant developed, so it was said, oiling trouble and he registered the first of the nine retirements. Then Gerry Cruddas, whose 1904 5hp Kerry had already carried him successfully through a dozen Pioneer Runs, found that the 13th was indeed unfortunate, for his inlet valve broke some six miles from Tattenham Corner, near the point where, for the first time, the route was diverted from the Reigate road and sent down a by-way to join the Brighton road at Redhill. Attention to the brakes of his 1902 225cc Quadrant caused RF Gower to stop for a while and ED Lee (1900 3½hp Deschamps tricycle) retired with some unspecified trouble near the Class I (up to the end of 1904 models) unpenalised halt at County Oak. Momentary stops were recorded by BJ Collins (1903 Phoenix-Trimo 3½hp forecar) and by RA Carter whose 1904 Howard used a fuel metering device instead of a carburetter. Near Povey Cross, GF Lock gave too hearty a pull up to the oil-pump handle of his 3½hp 1914 TT racer Singer and whipped the plunger out of the barrel. But he managed to get it back without stopping—no mean feat. Truly heroic was the performance of GW Goodall, riding a 1909 3½hp Centaur. His front tyre burst and with the inner tube cut to ribbons he rode over 20 miles on the cover to check in on time. Interviewed at the finish, Brighton Front, where an exhibition of the machines formed an added attraction to visitors to this popular resort, the competitors, for the most part, voiced appreciation of the good manners that had been shown them on the road by other drivers and riders with, of course, the usual ignorant and ‘clottish’ exceptions. Particularly praised, too, were the police who, to quote an official, have the making or breaking of the run in their hands and whose efficiency had contributed so much to the 1953 event—a mobile museum of motor cycling history which, according to a usually well-informed source, had been seen at one point or another by some 150,000 to 200,000 people, surely the biggest ‘gate’ yet!”

CONSOLIDATING HIS REPUTATION as Yorkshire’s premier roughrider, GE Broadbent (350 Royal Enfield) won the Ilkley Grand National for the fourth time on Saturday. The club team prize went to the Bradford &DMC, whose three members—GE Broadbent, NS Holmes (500 Ariel) and TU Ellis (500 BSA)—also filled the first three places on the results sheet. Organised annually by the Ilkley &DMC, the event is held on the moors to the north of the town, over a 22-mile course containing 16 sections. The event is run to a time limit and the riders are required to average 15mph over the two laps, fastest time being regarded as standard time. As usual Broadbent was the quickest although JG Brown, the runner-up in the Northern Experts’ Trial, riding a 125 BSA, took only three minutes longer. Of the 92 entrants there were two non-starters and 45 finishers, 40 of these within the time limit.”

“MUCH HAS ALREADY been said for and against compulsory helmets for motor cyclists. I have a suggestion, both for the Government and for general consideration. There are, I believe, quite a number of Government-sponsored ‘Remploy’ factories, producing toys and other kinds of articles, employing war-disabled ex-servicemen. Now, why cannot another place be started, employing those men who would be glad of work, to make a national model helmet? Such a scheme would create work and people might take a patriotic pride in buying such a hat voluntarily.
R BRITT, Oxford.”

“ALTHOUGH THE SPANISH motor cycle industry is not of the same proportions as those of some other Continental countries, its products have a distinctive appearance and include features of general interest. A new development in Spain is the production, by Sanglas, of Barcelona, of a 500cc single-cylinder ohv model; previously, this manufacturer has marketed 350s. The engine and gearbox are built in unit to form a ‘power egg’, ultra-modern in appearance except for the valve gear, which is vaguely reminiscent of British general practice of the mid-’30s, in that the valve springs appear to be enclosed in separate tubular housings. Telescopic front forks of massive design have a head lamp nacelle neatly faired into the upper shrouds. Of heavy construction, the duplex frame is equipped with a rear swinging fork controlled by spring units supported at the top by extensions of the tank tubes, while the engine cradle tubes are also extended to the rear, apparently to form an anchorage for the twin silencers. Among other Spanish productions is the 250cc Derbi two-stroke which, in general appearance, closely follows the lines of the. Czechoslovak Jawa models. Here again, unit construction of engine and gearbox is favoured, with the carburetter fully enclosed in a streamlined casing to the rear of the cylinder, which is inclined. Telescopic front forks, again with a head lamp nacelle, and plunger rear springing are other features. At 4,000rpm the Derbi power unit is stated to develop 9bhp. fvScooters have not yet gained the popularity in Spain which they enjoy in Italy, but there is at least one home-brewed machine of this type is the Rondine, which is powered by a 125cc two-stroke. It features an exceptionally well-styled ‘engine room’ with faired intake grilles for the cooling air. This scooter is also produced as a lightweight, three-wheeled delivery truck, when it is known as the Titano.”

“THE FIRST SNOW-FREE springtime Bemrose Trial since the war was won last Saturday by JV Smith (500 BSA) after an excellent performance in which he yielded only 15 marks to a 70-mile course made tricky by the timely rain. And, although the sidecars had 10 fewer hazards to contend with than the solos, AJ Humphries (500 Norton sc) did well to equal that numerical performance, thereby winning the News of the World Cup for the best sidecar effort. High praise was merited also by the team fielded by the organising club—the Pathfinders & Derby MC—which forfeited nine fewer marks than the best one-make team. As usual, the event was trade-supported and ‘open’. Much to the delight of the organisers the gloomy predictions of the weather prophets had been confirmed the night prior to the trial; and when the first of the 143 starters set off at 10.31am from the Charles Cotton Hotel, Hartington, grey clouds were brushing the tops of the surrounding hills, and steady, piercing rain, scudded before a blustering wind. As a result, most of the 20 sections—divided into 38 solo sub-sections—which the day before had nestled among the blackened heather in dusty innocence, were quickly transformed into treacherous rinks of boulder-strewn clay.”

“‘HOW CAN A BIKE that age possibly be any good?’ That, and similar remarks, are the lot of vintagents. We’re in used to it, and we’ve usually got all the stock answers ready. But some of the queries…! To hear some of them talk, you’d think every vintagent was a mechanical wet-nurse, nightly burning midnight oil to keep the model going. Therefore let it be said that we’ve no time for a machine which won’t perform as reliably as a ‘modern’. I need a bike which will run without constant tinkering. I haven’t sold my ‘P’ Triumph and chair yet; so far it’s given trouble-free years of service. Often, we get the ‘design progress’ theme flung at us. All we can say is that, for some of us, perhaps design hasn’t progressed the right way. Simplicity and longevity, coupled with ease of maintenance, mean much more to a lot of folk than bhp per litre. Personally, I’m more interested in ’90’ as applied to mpg as opposed to mph. The man who really gets my ‘vintage’ means. The dictionary says ‘of good and rare quality’ but this type applies it to any mass produced, mid-’30s rattle-box which has been neglected and bodged to death by a succession of disinterested impecunious utilitarians. I remember my wife’s remarks when I suggested getting a newer sidecar body. Pungent words were voiced regarding ease of exit and entry, together with fearful descriptions of floor-level seating…The commonest of all bystander queries is ‘You don’t really use that gas lighting, though?’ ‘Yes,’ I reply, ‘I do. It gives me light, and it doesn’t give me trouble.’ And I’ve usually got to light the thing to prove it. The ‘P’ first saw light in ’25, has never been a wreck, and hauls a Gloria chair, complete with sprung wheel. Long trips apart, it carries me to work daily and doesn’t steal my spare time.
G READ, Wickham, Hants.”

“THE VERY THOUGHT of converting a Reliant three-wheeled van into a trials machine would cause most motor-cyclists to have repeated fits of apoplexy. However, Major A Lewis Jones, MC, MA, practising solicitor and president of the Wirral ‘100’ MC, decided to test the idea and the result—the ‘Hovis Special’, as it came to be known—has become a familiar sight in MCC events, where it has met with considerable success. In the 1953 ‘Exeter’, for instance, it gained the only gold medal to be won by a vehicle in the passenger machine class. Necessity provided the spur for its construction. Hampered by an artificial leg, acquired during the war, and with a growing family to transport, Major Lewis Jones could hardly manage with a trials combination, and deliveries of new three-wheelers were of the ‘two or three years’ variety. But on a visit to the 1948 Earls Court Show, he chanced to glance at the Reliant stand. And there was the answer, for it was noted that the Reliant truck seemed to have possibilities. An hour was spent in the Alpine Tavern with only beer for company; a consultation answered one or two queries; and the deal was done. A Reliant truck was purchased. Upon delivery, modifications commenced. The rear doors were removed and the top cut off, leaving about 2ft freeboard. One of the doors was used for the back, but later on this was superseded by a stronger panel which supported the spare wheel.

Apart from the purchase of a hood and the adaptation of an old Austin Seven hood frame this was the limit of structural alterations; and the ‘Hovis Special’ emerged as an open tourer. Consultations with the licensing ‘ authority were necessary before the vehicle took to the road for its maiden run on April 1, 1949. Some unkind person suggested that it could not have emerged on a better day. Running-in was only half completed when the Reliant was put to its first serious work. Its owner had been commissioned to survey the northern loop for the 1949 International Six Days Trial, and the Reliant was called upon many times during the ensuing weeks as, piece by piece, the course was put together. Venturing into the competition sphere, it was decided that the MCC’s One Day Sporting Trial would provide an excellent opportunity to try its paces, and the first event proved the three-wheeler’s mettle—a bronze medal joined the trophies gained by the Major with more conventional vehicles. The Edinburgh Trial in the same year yielded a silver medal. When the recent ‘Exeter’ was contemplated it was with fine hopes for that elusive ‘gold” And it was duly gained—justification indeed for the decision made at Earls Court on that day in 1948. But the. Reliant has by no means been used exclusively for trials. To date the mileage is well over 50,000, due in some measure to its role as a town carriage, while its everyday duties are not confined to use as a business vehicle, since the whole family makes continual demands upon its time. An adaptable model is the Reliant. Summer holidays saw a caravan hitched on and a mountain of luggage piled high in the rear compartment. And the sight of the Reliant dashing about Liverpool immediately prior to departure with an outboard motor clipped appropriately on its transom caused serious conjecture as to its origin!”

“BELIEVED TO BE the first safety event of its kind in the country, a road-sense trial for GPO messenger motor cyclists was staged last week on a five-mile course through the streets of Leeds. Along the route there were more than a dozen observers at secret points recording ‘bad marks’ against the 24 competitors for breaches of courtesy, for using unsafe tactics, and for lack of consideration for other road users. Competitors were started at two-minute intervals. The winner was Kevin O’Neill, who lost only two marks; second was Thomas Baker, who lost five, and third, Haydon Arnold, seven. All competitors rode BSA Bantams. Observers included plain-clothes policemen, officials of motor cycle Cubs and Automobile Association officials, who were required to pay especial attention to riding ability and general handling of machines; restraint and general behaviour in traffic; observance of traffic signals and signs; and consideration for other road users, including signalling to other traffic. Competitors were also required to answer questions on the Highway Code. The trial was arranged by Leeds City Police, the City Accidents Prevention Committee and the Yorkshire Evening News. Triple Manx Grand Prix winner Denis Parkinson was timekeeper and chief scrutineer. The youths were set a speed of 15mph for the five-mile course. The nearest to standard time was five seconds out, and only three were more than two minutes out, in spite of a circuit which included many traffic fights, pedestrian crossings, halt signs and heavy, early afternoon traffic. The accent was on safety, however, and timing was intended to be decisive only in the event of a tie. Each observer recorded on his results sheet comments on the skill of the competitors, and these showed that the general standard achieved was very high. The detailed analysis is to be used to enable the riders to improve their standards. In view of the high standard of riding and attention to road signals, all 24 competitors were awarded special certificates signed by J Barnett, the Chief Constable of the Leeds Police, and Denis Parkinson.”

“AS A READER OF Motor Cycling and an English rider of British motor cycles for many years, I thought you might be interested in my model. After leaving the Metropolitan Police last year, I sought employment in the USA, as a motorcycle mechanic. After many miles ‘cow trailing’, I have ‘gone Californian’ with the bike. It has a Thunderbird engine, frame and sprung hub, Trophy front forks, lights and gearbox, a special 3T-type tank, and Californian twin cross-over pipes. I never thought I would ride such an odd-looking machine but after riding with the Americans along firebreaks in the mountains, power line dirt roads and in plenty of hill climbs, I think this type of machine is the best bet. By the way, I had the pleasure of meeting Mr Edward Turner, of Triumphs, when he called at the Valley Cycle Centre in San Bernardino. My employer put forward this type of model, and we are putting most of our new standard 6Ts in the same shape. Out here the customer, as you well know, chops his bike about quite a lot!
JW WETHERELL, San Bernardino, Calif, USA.”

“‘UBIQUE’, IN OUR Jubilee issue, described the transit from wick and surface carburettors to the Amal era. This evolution was hampered by a curious obstacle. Greedy inventors were obsessed by dreams of ‘master’ patents, which should enable them to charge royalties on every vehicle constructed during the next few centuries. In the carburettor world this ambition centred on an instrument known as the Krebs, fitted to Panhard cars. While the lawyers waged their campaign, it became dangerous to market spray carburettors. Two were already coquetting with the British market—the compact little Longuemare with a ‘rose’ jet, and the De Dion (with its jet in the middle of an annular float). This pair became difficult to buy. My first was a simple French model, retailed at 10s 6d. It was so simple that it had a fixed choke, and a fixed jet with a fixed flow. I eventually adapted it to several engines by making interchangeable chokes, soldering up the jet, and using jewellers’ files to provide the desired flows.”—Ixion

“YES, SIR, THEY’RE TOUGH, and not only in the West! Wisconsin’s weather is quite unfit for motor cycling four or five months each year; or was until some live wire—tired of being cribbed, cabined and confined—hit on the idea of ice racing. So now these super-enthusiasts spend their winter week-ends slithering over the surface of any convenient stretch of snow-covered ice. But not on hot rods with spiked tyres; these boys use their standard mounts, special tyres barred. Though, out of respect for Newton’s second law and the force of gravity, Francis ‘Shack’ Shackleton, of Horder’s Triumph Agency in Janesville, devised the ‘FIM sidecar’ outrigger. No back-room boy, Shack (Number 10 in the picture) is a keen ‘ricer’ himself, and like the rest he favours British mounts. James Walter, a ‘Gold Star’ enthusiast, took the pictures in pauses between being drenched in icy spray and thawing himself out with mugs of hot coffee which the spectators keep on the simmer for the boys.”

“LAST FRIDAY EVENING the 33rd Land’s End Trial, organised by the MCC, started from three venues, Virginia Water, near Staines, from which point 138 riders on solos, sidecars and three-wheelers were due to set off; from Kenilworth, Warwickshire, which accounted for 59; and from Launceston, Cornwall, where the starter’s list contained 63 names. Total motor cycle support for the event thus amounting to no fewer than 260 runners with, as last year, the two- and three-wheelers well out-numbering the cars. A lady marshal and white-overalled policeman kept the exit from the Wheatsheaf carpark clear and, sharp at 8.01pm, the first man went away through the narrow path left by spectators and then right, along the A30 towards Bagshot, Willough-by-Hedge, Taunton—and Land’s End. At minute intervals they followed, forming a long procession westward, some driving in small groups and some singly, into a cool, dark, starlit night. Some hurried, their headlights ablaze and in good order; some seemed to dawdle, unsure of ‘electrics’ already dimly yellow. Many wore strange, and quite unsuitable, woolly hats; all were obviously enjoying themselves. Promptly at 10.19pm R Lloyd’s Ariel Square Four purred away from the Chesford Grange Hotel, Kenilworth, en route to the South-West. The Old Sheep Market, Launceston, was also the scene of great activity on Friday night when, at 11.18pm, the first of the ‘Westerners’ began his trip to Taunton. At 1am on Saturday morning the three individual routes converged on Taunton, Somerset, and an hour and a half later the first of the motor cycle entry, fortified by breakfast, began the journey over the sporting section of the course. Headlamps swept the moorland lanes as one by one the early numbers descended upon the quietly sleeping village of Timberscombe and then on to Wootton Courtenay, almost immediately following which was the first observed hill, Stoney Street—a section new to the ‘Land’s End’. After a night run which

had included a positive pot pourri of weather—fog, snow, hail and tempestuous rain, as well as clear skies, the first few competitors tackled the hill, rising from the Exmoor village of Luccombe, in the darkness. The section is a muddy lane, with a sharp, steep right-hand corner near the commencement of the climb and a surface of loose boulders becoming later one of greasy turf. Not a difficult hill, but tricky enough to catch a tired rider. The pale light of a waning moon soon gave way to a magnificent sunrise, and after the initial 100 or so had passed, the rest had the benefit of a beautiful spring morning—but it was a false promise of what was to come. Only four stops and a foot were recorded among the first 80-odd competitors seen here—a standard which was maintained throughout the rest of the entry. By way of moorland roads, the course led to Porlock, down the steep descent of Countisbury Hill with its incomparable views of rocky coast and wild tors and through devastated Lynmouth, now bravely facing up to recovery, to the observed climb of Station Lane with a stop-and-restart test. From Barbrook Mill—another flood-wrecked village—it was but a mile to the notorious Beggars’ Roost, where ‘golds’ were lost by the peck! This steep section, where the only tactics were controlled speed, had been well and truly ‘doctored’ with lorry-loads of loose stones, which were gleefully raked back after each ascent so that no man knew the path his predecessor had chosen. On Saturday ‘The Roost’ was dry, but quite half the entry failed or footed there; particularly among the sidecars and three-wheelers were casualties heavy—of the entire London contingent, which comprised 23 entries in these classes, only two were seen to climb the hill non-stop. The first was

PGM Harris, whose Vincent outfit simply hurtled up, using every ounce of the power possessed by its massive ‘1,000’ engine, and the second was that stalwart who habitually masquerades under the nom de course of ‘Jimmy Green’, who took his 500cc Ariel combination to the top with very little fuss or bother. The only ‘tricycle’ to get up at all was the now famous Reliant ‘Hovis Special’ of AL Jones, from Kenilworth. An Army rider to put up a truly magnificent show on his WD 350cc Matchless was S/Sgt A. Nicholson. Equally good were Gunner MF Sackitt and L/Cpl D Johnstone, both similarly mounted. But Sackitt’s efforts availed him little, because his engine stopped suddenly when he had , almost reached the ‘Section Ends’ card. JAE Coke’s 750cc BMW/Steib outfit reached quite a way up before it gasped ‘Nein’! and stopped. What might have been a nasty incident occurred when marshals allowed SJ Hanley (500 Triumph) to set about a fast climb while the upper stretches of the hill were being used by TP Burton and his stuck Vincent twin. Dazzled by the low sun, Hanley only just managed to scrape past the group of helpers and a great gasp went up from the crowd lining the banks. Fifty-seven miles of road, many of them through a blinding storm of snow and sleet, took the competitors to the next section, Darracott, a long, fairly steep hill with an awkward corner near the top. But most of the grease had been washed off the rocky surface and rider after rider ‘cleaned’ the hill. AL Mainstone’s 1,100cc Morgan three-wheeler and AL Jones’ Reliant made good climbs. When D March (500 Triumph) arrived he was baulked by the stationary form of PJA Evans and his vintage 350cc Sunbeam and claimed an unpenalised run. LS Rayfieid’s 1,021cc BSA three-wheeler finished the climb on a rope, astern of the Clerk of the Course’s Land-Rover. At Bude, where the first arrival was scheduled at 8.15am, there lay, just beyond the time check, the special test, the site of which was arranged in the Crooklets Beach car park. The solos, sidecars and three-wheelers were required to traverse a triangle-shaped figure that involved making turns round markers at each end of the base line and then returning, all as quickly as possible, to the starting point at the apex. In the estimation of an official, over half the entry who, apparently, could not grasp what was required of them, failed this test. A 15mph schedule was imposed for the next 8½ miles to No 5 observed hill, Crackington, and then the route led via the main Camelford road and narrow by-lanes, down to the water-splash at the foot of No 6, New Mill. By this time the lowering black clouds had been sending down heavy showers and the steepish surface of New Mill, with its two acute turns, was becoming soggy. Nevertheless, the solos found enough wheel-grip and Motor Cycling’s man watched the first half-hundred make steady, well-controlled ascents from which footwork was conspicuously absent. A very different state of affairs, however, obtained at Hustyn Hill, 20 miles further on. The steep, rocky gradient was in none too kind a mood and approximately a third of the single-trackers got into trouble before they reached the top. Heavily laden, as many were, with panniers and week-end luggage, the machines bucked and bounced over the slimy, stony track and the marshals were kept busy pushing. It was noticeable that many of the

Army-mounts were geared too high for comfort and few of the khaki-clad competitors risked lowering pressures in their standard section tyres. Sgt FW Gamwell (350 Matchless) set an excellent example, travelling up at a brisk pace yet perfectly steadily; Cpl GC Norton, on a similar machine, was also noted as having his mount well under control. C Waters (Excelsior Talisman) had to he pushed off from the standing start, but once under way motored up smoothly. TEH Friend (Sunbeam S8) was good and L/Cpl F Holliday (350 Matchless) pursued a tortuous, though none-the-less unpenalised, path of his own. The tow-rope tractor was called unexpectedly early into action when AL Morris, listed in the programme as riding a solo Vincent 1000, arrived with a sidecar attached. When the London brigade of soloists had all departed the tractor was busy with the sidecars—but not for RW Praill, who roared his huge Harley-Davidson outfit up at great velocity. Completely unconcerned was AL Jones with his Reliant. On the journey down to Perranporth the weather deteriorated still further and something suspiciously like more snow was encountered at times. All the same, a bigger-than-ever crowd had gathered at Blue Hills Mine. Competitors, having descended into the valley, had first to navigate a rock-surfaced S-shaped hazard and then, from a standing start, tackle the famous one-in-three grade. The ‘S’ caught out a surprising number of soloists, and probably many were by now feeling the strain of the long journey. Once again AL Jones soared up with his three-wheeler. Particularly good shows were made by HJ Miller (500 Norton), CBT Toy (500 BSA), KH Gregory (500 Triumph) and the 200cc Dot team of JW Holding, PW Brown and HD Thomas. WH Tonkin (350 Jawa) was among the many who found difficulty with the stones on the ‘S’ approach. The route then took the main road run down through Penzance to ‘the End’, where a biting wind was whipping the waves against the cliffs of the famous promontory. After signing off at the conclusion of their 340-mile run under observation, most riders dealt first with a hearty tea and then turned homewards into the showers, later to meet the string of car competitors who were still climbing Hustyn and Blue Hills Mine when darkness fell.”

“HAD HE BEEN competing in last Sunday’s open trial, the 22nd Beggars’ Roost organised by the Wood Green &DMC on Exmoor, the poet Browning would undoubtedly have lost a lot of his yearning for England now that April’s here! The 247 competitors—there were 26 non-starters—faced the 50-mile course in weather which ranged from the balmy sunshine of the travel-agency advertisement to biting blizzards, which caked their kit with breast-plates of ice, and positive stair-rods of rain which stung like whips. Hopcott Common, near Minehead, was the scene of the start of a course shaped into a double loop and covered by odd and even numbers under a complicated system. The first section was famous Cloutsham with its steep corners. But torrential rain had robbed the hill of its greasy surface and few troubles were experienced here. Langeombe came next with a watersplash and then Wilmersham—a rocky climb over shelves—after which there was Doverhay and then Downscombe, a greasy climb followed by a tight turn. Then came a much more difficult, greasy descent which really held the sting of the section. Here a very good double performance was noted on the part of a girl competitor, Miss Gwen Wickham on her 200cc Francis-Barnett. Another woman competitor to show up many of the men on the difficult drop was Miss M Munday (200 James). RJ Shaw (350 AJS) earned special mention for quite one of the most spectacular ‘prangs’ of the day from which, happily, he emerged unharmed, physically and mechanically. Exford Mill and Langdon’s Way preceded more downhill work on Combeleigh, the tricky twist at the foot causing most trouble. Early arrivals to ‘clean’ the section were BP Worman (125 BSA) and RE Russell (500 Norton) which showed that the section favoured no particular class of model. After Yellowcombe Lane, Barlinch Wood (a very difficult shale climb with a hairpin) was cut out to avoid delay and West Ditch followed. Next was Slades Lane, with an approach via a sea of deep, liquid mud, a sharp right corner followed by another to the left and finishing with a steep climb over muddy rocks. But despite its fearsome reputation this hill gave comparatively little trouble to the solos. Both F Darrieulat (500 BSA sc) and Frank Wilkins (500 Ariel sc) made good, fast climbs as did AS Rasen Norton sc) although somewhat more deliberate. LH Williams (500 Ariel sc) turned the outfit over early in the section. After Stades Lane, a taped ‘coasting’ special test was laid on—and well that it was, too. for. despite the weather and the undoubtedly searching nature of the hazards, no fewer than five clean sheets were returned and 10 riders had lost only three marks apiece by the time the last man had reached the finish, again at Hopcott Common. RESULTS Graham Walker Trophy (best solo performance): DS Tye (350 BSA), 0 marks lost, special test, 26ft 7in. Graham Walker Cup (best sidecar): F Darrieulat (500 BSA sc), 11. Class Awards: 150cc: GE Fisher (125 Francis-Barnett), 3, st, 21ft 3in, 2. 250cc: KW Haydon (200 James), 3, st, 22ft 6in. 350cc: GL Jackson (350 AJS), 0, st, 19ft 7in. Over 350cc: 1, J Giles (500 Triumph), 0, st, 18ft 1in. Over 350cc sc: B Romany (500 Norton sc), 19. S Midland Centre Plaque: A Bryant (500 Norton), 3. Glencairn Cup (best Wood Green member): RA Wright (5OO Norton), 6. Lowestoft Tankard (best Wood Green novice: AJ Smith (350 AJS), 37. Team Award: Sunbeam MCC—PJ Mellers (500 Ariel), J Giles and GL Jackson, 6.”

“THE 98CC ZIGOLO is an addition to the Moto-Guzzi range. Conforming with long-established Guzzi layout, the engine, a two-stroke with 50mm bore and stroke dimensions, is horizontally mounted. The remainder of the unit, which incorporates a three-speed gearbox, is effectively cowled by a pressed-steel cover which, with an unmistakable Continental flair, sweeps back to form part of the ‘frame’ structure, the rear mudguard providing an anchorage for the saddle springs and upper damper arms. A main tubular backbone is employed with a rear swinging fork assembly controlled-by springs in tension. The friction damper component is adjustable. Telescopic forks, flywheel-generator lighting with an external coil for ignition, foot-change gear control and l9x2½in tyres,. complete the specification of this attractive-looking lightweight, for which nearly 50mph is claimed.”

“DESPITE A HALF-GALE blowing from the West, Ken Kavanagh on a borrowed Manx Norton, managed to equal the 82.24mph lap record for the 2-mile Thruxton aerodrome circuit near Andover, in the last of the 14 races which made up the Easter Monday programme staged there, under a national permit, by the Ashton Combine. Ken was trying, unsuccessfully, to catch 20-year-old John Surtees (499 Norton), who won the race at an average speed of 79.71mph, easily the highest of the day. The weather, wet for most of the meeting, and cold, failed to spoil the attendance, for it was estimated that more than 12,000 enthusiasts were lining the ropes. They were rewarded by excellent racing, marred by a number of spills—mostly attributable to the slippery nature of the track when wet—which caused few injuries to riders but unfortunately sent more than one spectator to hospital.”

“WHILE A LARGE CROWD watched the Swansea MC’s Easter Monday sandrace meeting at Pendine, entries were not so numerous as usual and, due to the very wet state of the sand, finishers in the races were fewer still! SomE events, indeed, ended with only the place-men crossing the line. Standard machines were much less in evidence than heretofore and two of the races billed especially for them had to be abandoned for lack of support. Those that were run were dominated by a Swansea rider, VB Davies on a Gold Star who took everything in his stride. A number of Pendine regulars were missing. LF Griffiths was a non-starter for the first time in very many years and no member of the Treseder family was present. Reg Dearden had brought along a brace of potent Featherbed Nortons, while Fred Rist, now a local boy, had his well-tuned 350 and 650cc BSAs on parade. These two riders shared most of the honours, but the JAP-engined specials of GT Salon and D Griffith were also swift.”

“JOHN SURTEES, ACKNOWLEDGED king-pin of the one-mile road circuit at Brands Hatch, Kent, dropped his new Norton when trying to oust Bob Keeler (499 Norton) from the lead in the 1,000cc scratch race final during the opening meeting of the season, staged last Friday by the Brands Racing Committee. Thus it was Keeler, a newcomer to the course, who was the fastest finisher of the day, while another virtual unknown, RA Russell, also on a Norton, was singled out as the most stylish winner. In the sidecar class, Ted Davis on his Black Lightning Vincent outfit outclassed a field somewhat depleted by the counter-attraction of Yorkshire’s Brough Aerodrome meeting.”

“BY DECISIVELY WINNING the opening heat, and enjoying a runaway ride in the final of the Hants Grand National, PA Nex (500 BSA) retains for 1953 the Castle Cup, awarded for the best performance in this Ringwood MC&LCC open scramble held, as in previous post-war years, at Matchams on Good Friday. Clearly, by the size of the crowd, an Easter ‘must’ for many thousands of spectators, the well-organised racing was marred only by bad luck, resulting in some of the events becoming processional, rather than competitive, and, therefore, temporarily unexciting. Interest was maintained at a high level, however, and was stimulated in particular by the striking show put up in three of the four events by the 197cc and overbored 201.5cc Dots of F Bartlett, TW Cheshire, G Beamish and—outstandingly—young Brian Sharp, who finished third behind Nex and RK Pilling, both on 500s, in the Grand National final.”

“A COMPLETELY NEW idea is a rare thing and, particularly in the world of motor cycle engineering, a design that can be described as quite original is very rare indeed. It is wrong, therefore, to describe the method of pivoted front-wheel suspension, which has now been adopted by Ariel Motors, as new, for examples of this manner of controlling front wheel movement have been seen on motor cycles since the early days of the industry. Two years ago, a development of the swinging fork suspension system was evolved by ER Earles. In this example the method of carrying the wheel was taken to its logical conclusion in that the work was made in one piece and was carried round from one side of the wheel to the other. Many units were made and these were fitted almost exclusively to racing machines of one type or another. An Earles fork was fitted to the MV raced by Les Graham during 1952; the machine enjoyed a number of successes. This activity was watched with interest by members of the Ariel technical staff and work was started on a modified edition for use on Ariel machines. Following a period of testing and further experimentation in conjunction with Mr Earles, Ariel Motors have decided that this fork, together with an attractive headlamp nacelle, shall be fitted to the three new, light-alloy-engined machines in their range. As a consequence, new names are to be added to the catalogue. The Mk II Square Four, when ‘pivot-sprung’, will be known as the Royal Hunter. The twin cylinder KHA machine will be designated the Hunt Master, and the single-cylinder model the Hunt Marshal. Several technical advantages can be claimed for this fork. Most important, perhaps, are the facts that the wheelbase and steering geometry remain virtually unaltered throughout the movement of the wheel, and that worthwhile reduction should be possible in the weight of the unsprung mass. A further advantage, not readily appreciated, is that the wheel spindle is required to lift only the height of whatever obstruction the wheel surmounts, whilst in the case of the telescopic fork the spindle moves along the hypotenuse of a triangle. With a fork angle of 65° the additional travel of a telescopic fork on a 3in bump is approximately ¼in. By the provision, in the Earles fork, of alternative spindle holes at the lower ends of the main stanchions, a simple alteration can quickly be made to the trail when a sidecar is attached to the machine. Spring and damper units are easily dismantled for servicing, and a replacement unit can be fitted in a matter of minutes. All

vertical loads are carried by the top spring unit lugs, close to the head stem, and horizontal forces imposed by motion and braking are resisted by the main stanchions. It will be appreciated, therefore, that the spring units are relieved entirely of side thrust and have two functions only, that of damping wheel movement and of carrying the suspension springs.” To assess the new front end Motor Cycling took a ride on Squariel Royal Hunter: “In spite of the fact that there was not the same apparent movement at the front of the machine, there was no doubt that at touring speeds, a smoother ride with the new forks resulted. Normal irregularities were absorbed with virtually no up-and-down motion at the steering head, and it was not until a sizeable road bump was encountered that the machine moved vertically in a noticeable fashion. When it did lift, the lift was quickly controlled with an absence of pitching that indicated the speed with which the movement was subdued by the dampers. Handling proved light and sensitive, with a pleasant balance between extremes. Directional change was noticeably positive and bends could be taken in a clean sweep. In spite of the undoubted weight of the machine as a whole, manoeuvrability at walking speeds was light and untiring. The machine was markedly steady when the throttle was shut suddenly from high speeds; this could possibly be attributed to the fact that the steering geometry did not alter appreciably when the weight was transferred to the front wheel. A further characteristic was noticed on application of the front brake. At low speeds the brake reaction tended to overcome the weight transfer and lifted the front of the machine. At high speed the two forces appeared to cancel out and there was no movement, either up or down—a marked contrast to the sudden dipping of telescopic forks in the same circumstances. A rough surface induced the minimum of front-wheel patter under braking stresses and, as an experimental two-leading shoe brake was fitted to this machine, the stresses were more than average in severity. A drastic departure in appearance has been avoided by careful styling, but whenever the machine was parked, it was quickly surrounded by enthusiasts who were, in a great majority, impressed by the manner in which the new headlamp assembly and front fork had been blended to provide a handsome continuity of line.”

“AROUND 50 YEARS AGO a motor cycle did the flying mile on the old Canning Town track at 62mph. The machine—a 7½hp twin—weighed 110lb, the rider was Charlie Collier. In 1907 or 1908, Jack Marshall rode a Triumph around the old TT short course. at an average speed of about 40mph, despite stops to repair punctures, etc. His machine weighed 157lb and petrol consumption worked out at 117mpg. In the period which has since elapsed we have had: (a) Road surfaces improved beyond description. (b) Development of light and strong metals. (c) Improvements in engine design, including carburation. (d) Better petrol. (e) Improved tyres. When one considers the weight of the modern machine and the average fuel consumption possible on the basis of an average speed of 40/50mph, one wonders whether ‘progress’ in this instance has not been too dearly bought! Granted the present-day machine is reliable, but the principal causes of breakdown in the old days were usually small matters related to ignition and carburation. I am intrigued by the tremendous increase in weight per hp which, to my lay mind, is the more incomprehensible having regard to (b) above. Of course, in the all-up weight, the modern machine carries about 40lb. weight of petrol in its six-gallon tank, against perhaps half this quantity in the old days, but even allowing for this, the increase in actual machine weight is colossal. I can only think that the machine itself is built, on ‘battleship’ lines to withstand the stresses and strains of acceleration and braking encountered in racing, particularly at today’s speeds. There must be other reasons, so perhaps one of your specialist readers can enlighten me?
‘CURIOUS‘, Sale, Cheshire.”

“LOOKING WITH LONGING eyes upon the new Continental machines, eg the Ilo, Horex, Motoacoche, etc, which,’ in my opinion, are masterpieces of design, I am ashamed and disappointed with our British ‘creations’. Do all our designers drive cars? Please let’s move with the times and see the current machines relegated to the museum. I realise that our racing machines are, so far, superior to Continental makes—but how many riders employ racing machines for everyday use?
‘SHOP MANAGER’, London, E10.”

“EACH YEAR THE American Motorcycle Association promotes a Safety Inspection Week. During this time any motor cycle rider will be able to have his machine thoroughly inspected for mechanical defects at any of the many dealers throughout the country who will be co-operating with the scheme. Mechanical defects are just about the poorest excuse in the world for an accident, and the AMA sponsors this week with the aim of completely removing this particular cause of mishaps on the road.”

LATEST REGISTRATION FIGURES for motor cycles in the US (1951) show a 427,595 total of two-wheelers. This includes all scooters and power bicycles. For every 100,000 motor vehicles there are but 78 in the two-wheeler class! Five highest States are: California, 52,373; Texas, 27,890; Pennsylvania, 26,481; Ohio, 26,382 and New York, 25,574.”

“THERE ARE MORE motor cycles and similar-category machines registered in Great Britain than ever before. At the peak period last year, the total was approximately 900,000, or twice the total for 1938, the last normal pre-war year. Not uninteresting is the fact that new registrations show a marked emphasis on small-capacity machines. For example, 5,057 under-250cc solos were registered for the first time in January this year, compared with 2,204 machines of larger capacity. Included in the under-250s are 2,403 under-60cc; these indicate the rising popularity of cyclemotors. But it would be wrong to conclude that the high post-war registrations are largely the result of the introduction of cyclemotors. In fact, of the 900,000 total, the cyclemotors number fewer than 150,000.”

“VERY SPECIAL EMOTIONS, pleasant or the reverse, go with our first experience in any sphere—your first long trousers, your first smoke, your first kiss, the first money you ever earned, the first goal you ever scored at football, the first time you saw something you had written appear in print. The list is interminable, and most of us have long since forgotten innumerable peaks in that vast plain of experience which we call life…I honestly think that no ‘first’ in my memory compares with the day when I pedalled furiously down to a shabby little shop in a shabby little street of a shabby little town to find that the model which I had eagerly awaited for so many months had actually arrived! I was so idiotically excited that I almost cried! I certainly could neither think nor speak rationally. I hope it is not cynical to assert that one’s first love is usually unworthy. Inexperience is not necessarily a trustworthy mentor. My first motor bicycle was a horror. I did not realise this for at least 18 months. My loyalty weakened ever so slowly, and I felt so ashamed as I gradually realised its shortcomings. You tyros of 1953 are far luckier than I. Maybe the glorious, glittering projectiles, large or small, which 1953 will entrust to your eager, tremulous fingers will occasionally strand you miles from anywhere in the most perplexing fashion. But that isn’t in the least probable—I know plenty of 1952 novices who have still to experience their first involuntary stop. In the mechanical sphere most of you are Romeos whose primal worship will pivot on a Juliet as noble as she is beautiful. Again, I have no wish to be cynical. But I bid you enjoy this marvellous experience to the full, for you may never again savour anything quite so completely satisfying. One occasion will stand out eternally in its memories—some sunny day when you have survived your initial nervousness, achieved a deft mastery of the model, and are riding far and fast through gorgeous scenery, temporary master of all you survey, with not a dream left unfulfilled.”—Ixion

“FOR THE PAST TWO winters I have fitted about five or six chains to my front wheel. I find this enables we to ride feet up and put the machine just where I like on hard, packed snow or ice, and feel much safer. The chains are just long enough to cover the tread and part of the side walls, and are held in place by strips of old inner tube. I thread the strip of rubber through the end links, pull it tight and tie it in place over the rim; the chains stay in position with this arrangement. I do not think the rear wheel needs chains, as one can correct a rear-wheel slide. If the front wheel starts to slide, the chains soon put a stop to it. The chains are evenly spaced round the tyre, and can only just be felt on my machine, which is fitted with a girder fork. I rode my machine every day to work whatever the weather; it was a case of ride or walk, and I don’t like walking all that much.
HS HULL, Birmingham.”

“IN LAST SATURDAY’S Wye Valley Trial, a national event organised by the Wye Valley Club, there was a tie on observation for best performance between Gordon Jackson (347 AJS) and George Fisher (122 Francis-Barnett). Both lost eight marks, but the smaller machine was handicapped in the acceleration test used to decide ties. However, Fisher enjoyed the distinction of achieving the only clean climb of Hermit’s Lane. The dry weather all but made a farce of the second hazard, situated on the open slopes of Saddlebow Hill, some 11 miles from the start at Hereford. What had, the week before, been a mass of slippery red clay was now as dry as dust, and the situation looked most unpromising until the observers (after some coaxing from spectators!) rerouted the course to include a sharp left-hand turn in a patch of marshy ground. Their efforts were well rewarded. Only GL Jackson (347 AJS) and JV Brittain (346 Royal Enfield) came through unpenalised. Both fought their way through the mud superbly. Sidecars took a different route.”

“AS A WEEKEND of speed and enthusiasm for racing motor cyclists, there is nothing in South Africa to eclipse the famous Pietermaritzburg Natal Championships and Natal ‘100’. Enthusiasm this year reached an unprecedented pitch with over 50,000 spectators packing the beautiful Alexandra Park Circuit for the second day’s racing.”

“OUTRIGHT WINNER OF THE Giro Motociclistica D’Italia, the six days’ tour of Italy for machines of up to 175cc, was L Tartarini riding a 125cc Benelli two-stroke. A 20-year-old youth (who, driving a BSA outfit, won the sidecar class of the 1952 Milano-Taranto road race), Tartarini averaged 96kph (about 60mph) for the 1,896 miles. Second was P Campanelli (also Benelli-mounted), and third was M Ventura (175 MV Agusta). Fourth, fifth and sixth places were filled by a 125cc Rumi, a 125cc MV Agusta and a 175cc Mi-Val respectively. Winner of the 75cc class was Mariani, riding a Laverda, at an average speed of 50mph. Over 400 competitors took part in the event and no fewer than 40 makes were represented. There were 140 finishers. Over one day’s route, from Riccione to Trieste, a distance of 284 miles, Venturi, on a 125cc FB.-Mondial, averaged no less than 67mph.”

“NOT A FEW motor cycles change hands on Sundays. Naturally enough, as those concerned may have no other time free. But both sellers and buyers will do well to realise a point that is involved. The transaction may involve some form of a contract. For example, the purchaser may pay a small deposit on the machine, promising to produce the balance when he calls to collect it. Something of that kind is very often done. In fact, though, the contract is not binding. That is laid down under the Sunday Observance Act of 1677, which was invoked in a recent case, and successfully. If one of the parties changes his mind after thinking it over, the deal can be called off. A lot of inconvenience could result, and all should be aware of the possibility.”

“MANUFACTURERS AND FUTURE purchasers of machines in which the 197cc Villiers engine unit is incorporated will now be able to avail themselves of a new unit embodying a four-speed gearbox. This unit is now offered by The Villiers Engineering Co as an alternative to the three-speed unit and will be known as the Mk 8E/4. Riders of lightweight machines who reside in hilly or mountainous country will obtain a more satisfactory performance from their engines and the sporting rider will have the extra ratio for conditions which have, so far, defeated him.”

“LAST SUNDAY HALF BELGIUM, it seemed, thronged the 13.6km Floreffe course to see the first encounter of the season between British factory riders, most of them on new and still hush-hush TT machines, and to watch the elite of the ‘Circus’ do battle in the 20th Circuit de Floreffe, organised by the Royal Motor Union Namurois. In the ¼-litre race Fergus Anderson came to the line with his 248cc four-valve twin-carburetter Guzzi which, during practice, had caused lifted eyebrows among riders in the 250cc class and also among the 350cc fraternity. Anderson justified this apprehension by piling up a long lead and returning lap times well in excess of Mastellari’s fastest at the last Floreffe meeting two years ago. His nearest rival was Bill Lomas, enjoying a first outing on a new NSU. It looked as if Lomas had resigned himself to runner-up honours when, on Lap 5, he came past the Tribunes in first position and with a very long lead. News filtered through to the effect that Fergus had blown the motor up. Tommy Wood (Guzzi), who had been scrapping with the German R Meier (DKW) early in the race, also disappeared from the leader board. He had run out of road and motored sharply into the local river! Lomas sped on to win and the German national anthem and then ‘God Save the Queen’ rang out across Floreffe’s sun-dappled woodlands. If Anderson’s misfortune removed one dark-horse intruder from the Junior class, none could ignore the possibility of the snarling NSU outpacing some of the 350s. Lomas was comparably fast on the straights but took his corners sedately and, consequently, did not improve on the seventh position in which he was riding just behind Kavanagh on Lap 1. The Australian quickly pulled up, displacing D Farrant and R McIntyre (348 AJS) and then overhauled the three-valve 7R of E Ring to join his fellow team men, S Lawton and Ray Amm, who

swapped the lead on successive laps throughout the race. With this consolidation achieved, serious opposition to a 1-2-3 Norton win seemed to collapse for Bill Doran, also on a three-valve AJS, had suffered a very bad start and remained too far back to be able to help Ring or McIntyre break up the Norton spearhead. As if to mark the occasion, Amm turned in an 89.95mph lap, substantially beating the previous best in both the 350 and 500cc classes. Joe Craig came up smilingly with his team to take a bow and help carry the bouquets. And with an equally charming smile, plus considerable wisdom, declined to talk to questioners about the AC pumps which had been fitted into the fuel line of the Nortons at Floreffe on Sunday. ‘Time enough later…’ he grinned. Four riders dominated the sidecar event. ES Oliver and C Smith (499 Nortons) both away to a good start, set a pace which, while it could not be challenged, might be imitated, and it was the two Belgians, J Deronne and M Masuy (499 Nortons) who, by Lap 2, were delighting the crowd with a wheel-to-wheel ride. The two leaders rode a close race for the opening laps but at half-distance drew away. Oliver seemed to have Smith beaten but a lead came adrift from his electric fuel-pump mechanism, costing him 19sec. Despite an effort to gain lost ground, during which he lowered his own previous lap record by 3mph, Oliver could not beat Smith to the chequered flag. The Frenchman, J Drion (499 Norton sc), who had ridden a steady race, finished third, followed by the Deronne-Masuy partnership in which, during the closing phase, Masuy forced the issue by practically taking to the

rough a few yards from the flag in order to finish fourth. J Wijns (499 Norton sc) was sixth behind Deronne. As if to set the seal on a day of unbroken success, Amm, Kavanagh and Lawton stationed themselves at the head of affairs as soon as the flag dropped for the start of the 12-lap Senior race. Kavanagh, who had not enjoyed things all his own way in the 350, was clearly bent on a 500 win, and so was Amm. The Rhodesian, using a form of trailing-link fork suspension, rode a fine ding-dong race with Kavanagh which delighted the crowd—though their real interest lay on a scrap going on midfield between D Farrant, on a 7R, Phil Heath, and their own hero, A Goffin (499 Norton). Between that trio and the flying Nortons were sandwiched Rod Coleman, on an AJS Porcupine, and McIntyre, doing wonders with one of the early factory Matchless twin racers, forerunner of the current G45. That he finished the bumpy, twisting 163km in fifth position, ahead of a long strung-out echelon of more orthodox racing models, augurs well for the future of this interesting machine. Weakened by Doran’s dropping out, due to a tumble in Lap 1, the AJS team-men held their own but could not improve on their position. And to emphasise the point, Amm rounded off a fine ride by shattering Les Graham’s 1950 500cc lap record. More flowers, more music, and the British National Anthem for the fourth time that day. RESULTS 250cc International Race (8 laps): 1, W Lomas (248 NSU), 83.48mph; 2, C Pelluti (Guzzi); 3, R Fauchereaux (Guzzi). 350cc International Race (10 laps): 1, S Lawton (348 Norton), 87.13mph; 2, K Kavanagh (348 Norton); 3, R Amm (348 Norton). Sidecar Race (8 laps): 1, C Smith (499 Norton sc), 74.79mph; 2, ES Oliver (499 Norton sc); 3, J Drion (499 Norton sc). 500cc International Race (12 laps): 1, K Kavanagh (499 Norton), 91.45mph; 2, R Amm (499 Norton); 3, S Lawton (499 Norton).

“AN EXCELLENT TOTAL of 252 entries was received by the Civil Service Motoring Association for the annual Services Trial, run last Sunday in bright sunshine on Bagshot Heath, Surrey. A 15-mile course was plotted, including 24 sections, and the odd and even numbers system of covering two loops of a figure of eight was used. The five Services—Royal Navy, Army, Royal Air Force, Police and Civil Service—were all fully represented in the team section of the competition. The Navy had eight trios, the Army 14, the RAF nine, the Police 18 and the CS 25. Eleven of the Army teams used standard Service machines and eight of the police teams were so mounted. On account of the double loop arrangement and the open go-as-you-please nature of the Heath, it was a little difficult for the large crowd of spectators to follow the trial logically, especially towards the end when the two loops started to overlap. However, as the time factor played no part in the marking (on the 1, 3, 5 principle) every competitor had plenty of opportunity to find his way to each of the sections, mostly in the Water Tower and Tunnel Hill areas. On Section 24 (Telegraph Hill) one of the neatest climbs noted was that of Mrs B Naylor (CS, RAE) who handled a 125 Tandon (with a special alloy cylinder head) in exemplary fashion. The celebrated PC R Jamieson (Met Police, No 2 Dist), who last week figured in the newspapers when he chased a cosh bandit through a block of Hackney flats on his motorcyc!e (sic), made a polished ascent on his standard 5T Triumph. From HMS President, A/B R Campbell (RN, 350 AJS), was good and the RAF was well represented by J/Tech JN Beaumont, who took his 200 Francis-Barnett up effortlessly. Not so neat, but non-stop, was Air Cdre 0T Caril-Worsley (FT Command, RAF, 350 Ariel). Two TRW twin side-valve Triumphs from the FVRDE, ridden by W Randall (CS) and Maj RW Holmes, performed smoothly and well. Perhaps the fastest ascent of all came from G Milbank (CS, MoS), whose BSA Bantam carried him up at great speed. Among the soldiers on standard mounts, easily the quickest and cleverest noted

were Lieut DGM Start (10 Coy RASC, MT) and Gnr M Sackett (79 HAA Rgt, RA); both used 350 Matchlesses. Over a series of ‘wiggle-woggles’ laid out among the trees near the Water Tower, Gnr G Owen (31 Trg Rgt, RA) showed up very well among the standard Service machine users while, through a tricky mud-hole section, SAC PG Brockett (RAF Martlesham) was outstanding on a Triumph. RESULTS Services Trophy (best individual): TJ Maynard (CS RAE, 200 Francis-Barnett), 0 marks lost, ST 10.2sec. Arbuthnot Trophy (best Naval officer): Lieut (E) MH Bolus (RN, HMS Thunderer, 200 James), 18. Dolphinian Trophy (best lower deck entrant): A/A BNJ Scull (RN, HMS Curlew, 350 BSA), 11. WH Jago Cup (best Army entrant): L/Cpl JSH Bray (Army, RASC Trg Unit, 350 BSA), 1. FJ Milner Cup (best RAF entrant): AC1 RJ Rix (RAF, 500 Ariel), 0. Graham Walker Cup (best Police entrant): PC A Vickers (Police, Durham CC, 350 BSA), 3. William Charles Crocker Cup (best Civil Service entrant): LM Talbott (CS, AMWD, 350 BSA, 1. Special Award (best 125cc): LG Millbank (CS, MoS, 125 BSA), 1. Special Standard Service Machine Awards: Army, Gnr J Robb (79 HAA Rgt RA, 350 Matchless), 15. Police (Henry Dalton Trophy), PC JR Thornthwaite (Met Pol, 500 Triumph), 30. The Motor Cycle Team Trophy (best six from any one Service): Civil Service, marks lost, 11 (Maynard, 0; Talbott, 1; DC Hull, 350 Norton, 1; AGL Bryant, 200 Francis-Barnett, 1; WG Earnshaw, 350 Matchless, 2; L Francis, 500 Norton, 6).”

“THE A-CU GENERAL COUNCIL has opened a nationwide competition for a motto which will epitomise its aims and achievements. The competition is open to all and the prizes offered are a BSA Bantam, £25, £15 and £10. In the Union’s own words, its objects are the furtherance of ‘safety first’ through training schools, the encouragement of the sport and pastime of motor cycling and the ‘improvement of the breed’. Mottos may be in English or Latin. If a quotation is used, the source must be stated, and, in the case of a classical quotation a translation should be appended.”

“ANY SHADE OF BLACK! That purchasers of motor cycles should be given the choice of at any rate two or three different colour schemes for their mounts is a contention that has often been raised. Car buyers are given an option, and so are cyclists. Folk in certain overseas markets like nothing better than an eyeful of colour. That applies not only to primitive peoples, by any manner of means, and there are parts of Europe where even things like motor cycles are chosen largely for their finish. A specialist in the export trade was saying to me only recently that British industry will have to take more notice of this fact than has been its habit hitherto. It might be that the overseas demand for more colourful motor cycles will lead to their becoming available in the home market.”

“FROM THE BOND AIRCRAFT and Engineering Co, production of the Gazelle scooter has been taken over by Projects and Development, Coventry Works, Blackburn, Lanes. The prototype of a new model has been made and production is anticipated to commence shortly. A 98cc Villiers engine is fitted and a number of modifications to the frame layout have been made. The fuel tank has been moved forward under the saddle to leave the rear carrier free for luggage or a pillion seat. The braking system has been altered and the control arrangement changed from heel to toe operation. It is expected that there will be little or no change in the price which will be approximately £98, including PT. Plans for fitting a 122cc engine are in hand.”

ALTHOUGH the final appraisal of the new 35cc BSA ‘Winged Wheel’ must rest with the buying public, it would appear that the efforts of BSA Cycles, of Small Heath, Birmingham, to present a motor attachment for bicycles which combines attractive appearance, economical but adequate performance, safe operation and simple maintenance have been successful. None can deny that the compact and neat exterior of the recently announced motor wheel, characteristically green in finish, is good looking. With a claimed power output of 1bhp and a fuel consumption of 200mpg the performance should be at least satisfactory, while the incorporation of an outsize internal expanding brake in the unit overcomes the most doubtful factor in cycles to which an engine is fitted. Maintenance of this type of two-stroke power unit is usually confined to the removal of carbon deposit from cylinder head and silencer. Therefore, of all parts of the Winged Wheel, these have been planned to be the most accessible. The transmission is quite positive, and utilises a train of internal gears operating in a self-contained oilbath; the system is quite unaffected by water. No friction roller, of course, is employed and tyre wear should be very little above that to be expected from a machine operated solely by pedals. It is unlikely that the gears will need servicing for long periods, other than for attention to the oil level. No ‘fitting’ in the normally accepted sense is required and the unit can be installed in a few minutes. Electrical equipment is by Wico-Pacy and the flywheel-magneto-generator supplies a 6v output for 6w head and 3w tail lamps and high tension current for ignition. As a complete unit, including the petroil container, the Winged Wheel costs £25, there being no purchase tax chargeable.”

“THE RACING REPUTATION of two-stroke enthusiasts John Hogan and his brother Peter has become enhanced by successes with BSAs in numerous British events. Believing, as many do, that the performance of the simple type of single-piston two-cycle engine is capable of considerable improvement, the Hogans have applied countless man-hours to research and, as a result of theory, substantiated by practical experience, they now offer an improved type of alloy cylinder head for BSA Bantam owners whose first requirement is to extract a little more urge for touring purposes and who, perchance, also toy with ideas about 125 racing. The critical factor, according to the Hogans, is the compression ratio, which can be stepped up considerably without, as is popularly thought, padding the fly-wheels or otherwise altering the bottom end of the engine. The average man-in-the-street rider obviously does not wish to disturb the crankcase assembly, but can easily modify the top-end, for which reason the Hogan brothers are now marketing a cylinder head component giving a 9:1 compression ratio. This head, a well-designed alloy casting with optional anodised finish, is the major component in their conversion kit, complete with instructions indicating how the ignition timing should be retarded to cope with the altered flame speed resulting from the head modification.”

“RIDING IN THREE HEATS and three finals, winning them all, recording the fastest lap in each and the best for the day (82.23mph), John Surtees, using 348 and 499cc Nortons, established himself Master of Snetterton last Saturday. The meeting, held under an A-CU open-to-Eastern Centre permit and organised by the Snetterton Combine, made history in that motor cycles have never previously used the 2.7-mile Snetterton airfield circuit, near Thetford. To mark the occasion, Geoff Duke was present and, with a one-lap tour d’honneur on Denis Parkinson’s Norton, declared this new East Anglian track well and truly open.”

“A CONVINCING DEMONSTRATION of high-speed reliability was given by Reg Armstrong and Dickie Dale in their first race on Gilera fours. For the 500cc class in last Saturday’s Leinster Two Hundreds meeting—held over the 8.34-mile Wicklow Circuit—was that rather than a race proper. Armstrong made one of his excellent get-aways and was six seconds ahead of Dale at the end of the first lap, with L Carter (Norton) and FM Fox (Norton) another six seconds behind. Armstrong’s 86.27mph standing lap was only four seconds outside Artie Bell’s lap record of 87.27mph, made on a works Norton three years ago. On his second lap Armstrong bettered the record by a second and then slowed by about four seconds a lap until, by half-distance, Dale was on his tail and Carter, who had shaken off Fox—and equalled the new lap record in the process—was a bare five seconds in arrears. An accident occurred when WJ Sargent (Norton), engaged in a tussle with another rider, went wide on the fast right-hand bend coming out of Rathnew village and struck a wall, sustaining head injuries from which he died on the way to hospital. At two-thirds distance the Gileras received a ‘faster’ signal and, despite some melted tar on parts of the course, drew away from Carter to the tune of five seconds per lap. Dale raised the lap record to 87.79mph, Armstrong responded with 88.31mph on the next lap to Dale’s 88.05mph and they went on to win with the Dublin man 14sec ahead, winner of his fourth successive race on this circuit at the record speed of 87.05mph. Carter eased off when his chance of challenging the Gileras had vanished, finishing 31sec behind Dale, but 20sec ahead of Fox. Fifth place went to Carter’s younger brother, Gerard, riding a borrowed single-cam Norton to good purpose, while a remarkable performance was put up by a local rider, 0 Sheridan, who averaged 65.47mph on his familiar 29-year-old Sunbeam. FC Dickson (Norton), who had won the 350cc class in the previous week’s Phoenix Park races, had an easy win once again, for CG Griffith (AJS), who had been fancied to make amends for his bad luck two years ago when a broken chain on his last lap cost him a win, was 1½mph down on his previous performance and finished two minutes behind, without ever being in a challenging position.”

“EDINBURGH, SUNDAY MAY 3. This morning the activity at the official garage in Roseburn Street was much greater than yesterday but even so it appeared more leisurely than in past years. Seems that many riders have gone more thoroughly into getting the model ready in time. In the summery warmth the Trade Barons supplied their fuels and tyres and plugs and oils and the mobile workshops were in demand, but nowhere did I see any signs of urgency or last-minute panic. Everything proceeded peacefully towards the handing-in process which began at 2pm. Among the machinery the most noticeable difference from last year’s models was the four-speed gearbox with which many of the 200cc ‘tiddlers’ are now equipped. On account of the extra bulk of the new box, some riders have found difficulty in arranging a satisfactory footrest position. Ted Breffitt has solved that problem for himself by practically rebuilding the entire frame of his Sun. He now reckons that he has got at least 9½in of ground clearance and has managed to bring his rests well forward. Another very well planned handlebar and footrest layout was seen on HR Kemp’s James. Protecting the flywheel magneto from damage on rocks has led several prudent men to fix up steel shields for this vital and somewhat vulnerable component. The popularity of the small two-stroke as a trials machine grows with every year and the

possibility of even a 125cc victory is being regarded quite seriously, though most of the form-watchers reckon that 1953 will turn out to be a battle between the two Johnnies, Brittain and Draper. FORT WILLIAM, MONDAY, MAY 4. Yet another beautiful morning greeted the ‘Scottish’ competitors when they set off from the capital at 8am on their 179-mile journey to Fort William. A clear run northward through Perthshire brought the route to the opening hazard, Scotstoun (three sub-sections), a fairly easy loop off the main road six miles south of Aberfeldy. Familiar to the old hands, it caused no trouble among the kingpins. Then, just outside Aberfeldy, came Weem Hill, a new section sub-divided into two pairs of three sections on an open track across the hillside. A mixture of earth and boulders in a trench, it was not thought by the organisers to be difficult, but all the same it soon started some excitement—much of it probably due to early attacks of nerves. Many of the lesser-known tiddler riders romped up the lower, more difficult, sub-sections but stars such as GE Fisher (125 Francis-Barnett), EW Smith (200 Francis-Barnett) and PN Brittain (150 Royal Enfield) lost three marks apiece for footwork. When the big fellows made their appearance there was a sensation practically at once. After making a careful inspection of the hill Johnny Draper actually dropped his 500 BSA. within a few feet of the ‘Section Begins’ card

on the easy ‘rabbit’s run’ into the hill. Rival Johnny Brittain helped him to pick up the model. Among other early numbers to lose marks was Ted Usher (350 Matchless), who needed one steadying dab. After the petrol stop at Fortingall came the 10 sections of Meall Glas—in almost the same state of stony hardness as last year. Very good over the boulders was PF Hammond (500 Triumph). On the other hand, Johnny Brittain was out of luck here and had to foot. Kinlochrannoch’s rock-strewn heights came next and straight away HR Kemp (200 James) demonstrated that it could be climbed by a two-stroke; later Fisher showed that even a 125 could do it After the buzz of the two-strokes had died away, the crowd sat up for the arrival of the two Johnnies. Draper recorded a perfect climb, but Brittain made his approach to the hardest Number 2 sub-section, with its left-hand sweep, too fast, and needed one dab. A similar fate overtook Ted Usher. There-after all the head men made good climbs but not a few had to fight hard to maintain balance. With the sun still blazing over the mountain tops the cavalcade then tackled the two sections of Meall na Moine, a newcomer, not exceptionally hard, and then headed for Fort William and Town Hall Brae’s two short, sharp, starred sections to round off a brilliant day. With half its width taken up by concrete steps, laid to ease the ascent for those who

climb the hill on foot, the Brae, which is to provide the sting in the tail of each day’s run, took a considerable toll of marks this evening. Tom Ellis registered a failure when he ran hard into the wall, and it looked as if he had given himself a nasty shaking. FORT WILLIAM, Tuesday, May 5: Yet again, superb sunshine spread over the Highlands when competitors set out this morning on the second sortie. This commenced with the two-section ‘starred’ scamper up M&D, the rocky footpath opposite the Grand Hotel, and then led away to the north-east, alongside the Caledonian Canal, to Spean Bridge, and thence to Roy Bridge, near which was located the newcomer, Chunaig. This double section ‘starred’ hill was over damp earth, and included one hairpin bend. PN Brittain (150 Royal Enfield) was unlucky when his front wheel slipped off the 3ft. path. Among the rest of the small machine riders, GE Fisher (125 Francis-Barnett), Kemp and HW Thorne (200 James) were all clean. CP Dunne (200 Francis-Barnett), JG Stewart (200 Sun) and W Coulson (200 DMW) each needed one steadying foot. Among the masters, Jackson, Rex Young, Smith and ‘Nipper’ Parsons were caught with their feet down. Back on the main road the yellow dye laid a trail through Newtonmore and Kingussie to Kincraig, in the heart of the Badenoch Forest district that is steeped in Highland tradition and typifies Highland beauty. Here, overlooking romantic Loch-an-Eilan, stands Inchriach, a towering crag with a terrifying track criss-crossing up over its face to the cairn, a thousand feet in the sky. Some idea of its precipitous and giddy nature can be gained from the fact that at one time it was used by Indian Army troops to train pack mules! Goodness knows how many hairpins there are—riders and spectators were far too anxious to avoid a false move that might mean a sudden disappearance over the edge, to make a count. The first five sub-sections ended in a short ‘no man’s land’ and then followed five further, and even more atrocious, ‘subs’. It was quite impossible for one man to observe all the hill, so a stance was taken near

the top, where some of the worst going existed. One by one the two-strokes struggled up then bounced, bumped, stopped and fell, the riders lying panting and exhausted in the heather. They had little hope of a clean climb—or even of getting up non-stop. George Fisher, of course, was outstandingly supreme, handling his 125cc Francis-Barnett with incredible skill. He simply would not give away a trick and succeeded in scaling all 10 subs with a loss of nine marks (three foots) only—undoubtedly the finest effort of the day. When the big boys arrived it was seen that they were not going to fare much better than the tiddlers. Furthermore, the whole thing got even more difficult to follow through persistent baulking. There was no apparent method of controlling the hill—by whistles or flags for instance—and several times there were as many as three riders in a section at once. Probably the best climb came from Parsons. Undeterred by the gradient he forged his way up to the ninth ‘sub’, to find it already occupied by two stranded competitors and a bunch of shoving marshals. Without even wasting breath to cry ‘baulk!’ he just motored on, scattering officials, and brushing past fallen rivals to bulldoze his way to the summit. But for sheer artistry the palm went to Johnny Brittain for the magnificent way in which he heaved his front wheel over the wall of rock that stopped at least half the entry. Hugh Viney made it nonstop, but it was an awkward climb. Poor Don Evans, who was riding with his back strapped in plaster (cure for a slipped disc), dropped his machine over one of the precipices and suffered an unpleasant-looking tumble. Another incident occurred at the foot of the hill when Jeff Smith, having finished his climb, was motoring off to the nearby next observed hill, Ord Ban. On a sharp corner he met, coming in the opposite direction and on the same side of the road, the Canadian, C Venier. Jeff Smith spilled, cutting a hand and buckling his front wheel until it was almost square. Nevertheless, he climbed Ord Ban before taking out the wheel to hammer the rim roughly true. Albeit, he continued—minus several spokes and with very little time in hand. In fact at the next check he lost two marks, which were subsequently washed out by the stewards. Ord Ban consisted of six hairpins zig-zagging up a steepish bank through a wood. Not all that hard, it nevertheless surprisingly caught both Peter Hammond (500 Triumph) and Bob Ray (500 Ariel) for three marks each for footwork, and Fisher for a stop. Town Hall Brae ended the 129-mile run, cut short because Corrieyairack is snow-blocked and impassable, to the great relief of most who felt that they had already lost quite enough marks. Even so, ‘The Brae’ collected a few more—three from Fisher and four from Gordon Jackson, who yesterday climbed it, and every other section, clean. Viney who now leads lost all his 13 marks on Inchriach. FORT WILLIAM, Wednesday, May 6: Already midway through the week the probable ultimate winner Hugh Viney, victor in 1947, ’48 and ’49, stands clearly at the head of the list. To his total score up till last night of 13, he today added only eight more marks and that over a 178-mile route that had the majority of his earlier rivals thankful to get home with a tally in the region of a score. Hugh’s total of 21 now gives him a nine-mark lead over ‘Nipper’ Parsons who rode brilliantly to

notch a loss of only nine…A loss of 39 put HR Kemp in seventh place and in a safe lead in the tiddler class. General disappointment was felt when George Fisher had to retire from his place in the lead of the 125cc class. He broke the front down tube off short below the head and rode home with the frame roped together. Thus ended a brilliant bash on his first ‘Scottish’ in lovely sunshine that continued until dusk. M&D opened the route, which then followed the Mamore road to Martuim, outside Kinlochleven. On this climb, over loose rocks with a damp turf surface, WJ Hutton (200 Francis-Barnett) and GEH Godber-Ford (200 Dot) were both clean on the first two sub-sections. JS Oliver (125 BSA) found the gradient too much for his small machine but he refused to drop a foot until it was too late to recover…Among the bigger fellows in the lead, Viney suffered a single failure and Parsons footed in two sections. The old Glencoe road led through Crianlarich to Camushurich on the banks of Loch Tay. Craftily prearranged with a wide assortment of stones and boulders, this well-known terror was in a difficult mood. Nevertheless, A Tedbury (200 Dot) and EW Smith (200 Francis-Barnett) soon showed that a two-stroke could cope with the loose rockery and the solid stone ledge on the famous hairpin. GB Martin (250 BSA) needed only one dab, and then came Draper with a masterly ascent. Ellis, Jackson, Tye, Brian Martin of the Army contingent, Ray, Geoff Smith and E King were all clean, and finally came Viney, with an almost miraculous climb over an entirely new line that only his cleverness could have discovered. The 10 sections of Meall Glas were tackled before the lunch check, and here Draper got into difficulties for the first and last time in the day; a foot and a lost three marks when his cap fell over his eyes, temporarily blacking him out. After lunch came Kinlochrannoch. The first man to arrive, B Butt (200 Norman), was clean on each section. Thereafter, the majority of the leading riders were unpenalised, although G. E. Fisher climbed the diagonal rock slab too quickly and aviated his front wheel as he left the last step. Two heavy dabs were required to correct this and then he motored smartly into the bank, needing another dab to regain control…Ted Usher attempted to tackle the diagonal stone slab squarely and, in doing so,

hit the bank at the edge of the section; three marks lost for a couple of dabs. Attempting the same path, DS Tye fell in trying to avoid hitting the bank. SB Manns (350 AJS) followed in Usher’s and Tye ‘s wheel tracks and actually had his front wheel over the bank—two foots again. Viney took a similar path, crossing the section from extreme right of the hairpin to the left bank, and rode along the top of this—a superb exhibition of path picking and balance. It was on this hill that Miss L. Blackburn retired with a broken rear wheel spindle and, in the same vicinity, Pat Brittain had to give up with gearbox trouble. Yet another trip along the Laggan Loch road returned the trial to Town Hall Brae and, here again, the complexity of the hill produced some astonishing results, many of the experts footing like novices, while some of the lesser-known men soared up with no bother at all. C. Venier, the Canadian who had been involved in the spill with Jeff Smith, retired at the start, having suffered a leg injury. FORT WILLIAM, Thursday, May 7: Surely there has never been a better trial than this in the long story of the ‘Scottish’! Even the veterans cannot recall such a wonderful, sustained spell of sunshine, whilst as to the outcome of the event, the situation is getting so critical that the fight to the finish is as exciting as a road race. When Hugh Viney went to bed last night it looked as though he had the Alexander Trophy in the bag. But that unassailable-looking margin of 9 marks that protected him on Wednesday has, as a result of today’s outing, dwindled to only three. True, it is his team mate, Gordon Jackson—suddenly risen from the obscure depths of the scoresheet—who threatens him, but, only four points away, are three of the ‘opposition’ who are likely to give no quarter tomorrow; they are, Johnny Brittain, who has pulled up magnificently, ‘Nipper’ Parsons and Bob Ray, all with 39 marks lost. And Ray has another combat on his hands—Johnny Draper, four marks behind, is going all out for the 500cc Cup. M&D began the 168-mile route and made no difference to the experts. But the next item on the programme, Martuim, started Hugh’s day off badly, for the slow-running AJS stopped altogether, and bang went five marks. A similar score went against Draper, while Jackson and Parsons each lost three. Brittain ‘cleaned’ the whole lot. A big crowd on Mamore raised a cheer when AML Mclean (200 DMW) of the Edinburgh Club roared up unpenalised. He was the only two-stroke rider to make it…Next to earn a cheer was Draper, who brought off one of his typical, daring

manoeuvres, riding high up the bank at Flook’s Bend, scattering the – crowd wildly over the mountainside. Best run of all was Geoff Broadbent’s on his Royal Enfield—fast, steady and confident…A big hand, particularly from his Yorkshire supporters, was given Dudley Brown for a fine ascent on his Norton. Over the Mamore road the route led us through Fort William and across the Canal into the Lochailort area, where the Drover’s Road was followed round the Peninsula. Here came Gordon (one section), Ravine (three sections) and Bay (three sections) Hills, all ‘starred’. Gordon was not difficult. Ravine was a different matter altogether. The first ‘sub’ was dry and dusty, but the second and third were damp. At the rock outcrop in the third ‘sub’, early numbers with their spinning wheels had dug a hole right on the approach line and this greatly increased the difficulty for the later men. Viney’s arrival at the section brought a cry of apprehension from the onlookers, for his slow approach and climb of the first ‘sub’ was clearly misjudged. He had not sufficient momentum to get over the step into the second section, though he tried hard to lift the front wheel. A dab was required to complete the operation, but he had not regained balance when faced with the sharp right turn and had to foot all the way round. Then, in the third ‘sub’, the machine took charge and Motor Cycling’s man had to retire smartly out of the way as the maestro lost another three. Indeed, he was lucky it was not five. Gordon Jackson and Brittain were clean, Parsons, Ray and Draper all lost three. The disastrous Ravine must have still been on his mind when Viney tackled Ray Hill, for he chose a path too far to the right, and loose stones there quickly threw his front wheel off course, necessitating hard footwork to regain balance. Hammond, Usher, Draper, Parsons, Alves, Wicken, Tye, Ellis and Evans all brought off excellent climbs. Taking a different line, Brittain. Broadbent and Ray were also clean. Back to Town Hall Brae, and there Johnny Brittain—with father, Vic, who arrived this morning, looking on—had to go and blot an otherwise clean sheet for the day by footing—not just a dab but genuine three-marks prawning! But for that, he would have been only one mark behind Viney. FORT WILLIAM, Friday, May 8: Into the bright sunshine this morning went the survivors of the hardest fought ‘Scottish’ in history. Mamore was the first objective and, as yesterday, several of the smaller machines made light work of it, GEH Godber-Ford (200 Dot) being particularly good. Among the ‘works’ team men on whom all attention was focused in view of the closeness of the issue Viney, Jackson, Brittain, Draper, Ellis, Alves and King all got up scot-free, but Parsons, Mellers and Tye sacrificed three at least, while Ray, Kemp and Usher all registered failures. From Mamore the Fort William-Ardgour road was followed to Kinlochmoidart and the Devil’s Staircase, where a big crowd had gathered on the hillside overlooking the series of tight, rockstrewn hairpins. Straight away, R Armsden (200 Francis-

Barnett), Tedbury, Kemp, PJ Marr (200 Francis-Barnett), Holme and AJ Wright (200 Francis-Barnett) made clean climbs in the Lightweight class. Breffitt had one dab (one mark lost) and Ernie Smith lost three…Johnny Brittain’s climb was a copybook example; with the engine maintaining the same steady tickover throughout, he pursued a deliberate, unwavering line right through the five hairpins. No better climb was made later. WA Bell of the Army was given a big cheer for a neat, clean effort. Then came Parsons, with no penalty and Alves who lost one mark. Don Evans got into real trouble and lost six—one for a dab in the first subsection and five for stopping in the second…E Rice (500 Norton), of the Knock MCC, earned a big cheer, especially from Billy Kelso. Suffering a bad day when he needed every point in his fight for the 500cc cup, Bob Ray dropped the model on the second and a few minutes later E Sellars, also on a 500 Ariel, did exactly the same thing…Then arrived the Maestro—with jaw grimly set, and in a deathly silence from the ranks of spectators. Hugh Viney virtually set the seat on his fourth ‘Scottish’ victory with a fine climb. He went on to romp up Bay and Ravine and, to the echoes of deafening cheers from the entire child population of Fort William, he brushed aside Town Hall Brae and M&D to ride into the storage garage with a clean sheet. Team mate Jackson was also unpenalised —but what stopped Johnny Brittain from also handing in a clean card? His old enemy, Town Hall Brae filched a final mark from him tonight. Had it not been for that one hill—on which he has lost eight marks during the week—Johnny would be leading Viney by three points instead of coming third. EDINBURGH, Saturday, May 9: With a catchy Scottish dance tune, played last night at George Simpson’s’ excellent film show, still ringing in our ears, we said goodbye this morning to Fort William and left the Highlands still smiling in the heat haze of another lovely day. For all but two unlucky men, who broke down en route, it was an uneventful run to Edinburgh’s Blackford Hill, the special tests and machine examination; in the riders were docked last-minute marks, including Tom Gilfillan, Stan Holmes and David Tye. In the evening there was a big gathering in the George Street Music Hall where Edinburgh’s Bailie JB Mackenzie and Fort William’s Provost J Carmichael handed over the already engraved awards. The ‘Scottish’s’ grand old man, Jimmy Alexander, was there to see his trophy go for the fourth time since the war to Hugh Viney, final winner of a strenuous trial. This is the second trophy he has had, for in 1949 he won the award outright after the hat trick of successes in the first post-war events. Viney rode with brilliant judgment; after a good start he lost many marks but kept his head and fought back to end the week in a magnificent manner with three points in hand on his team mate, Gordon Jackson. Of the record entry of 188, seven were non-starters and 32 did not finish the course. It was a stiff route containing several new features as well as new hills. Unfortunately, there were some accidents and one rider, AW Hunter, of the Tynemouth &DMC, had to be left behind in hospital. And so with a dance and a dram in the Assembly Rooms ended a wonderful week with the Scots singing ‘Will Ye No’ Come Back Again?’ and the Sassenachs declaring they were ‘No Awa’ to Bide Awa’.'” RESULTS JR Alexander Challenge Trophy (best performance): BHM Viney (350 AJS), 35 marks lost. Lochaher Challenge Trophy (second-best performance): GL Jackson (350 AJS), 38. Nelson Challenge Trophy (third-best performance): JV Brittain (350 Royal Enfield), 40. PS Chamberlain Challenge Trophy (best ‘Scottish’ newcomer not having won a named trophy or class award in a trade-supported trial): JE Wicken (500 Triumph), 72. Ben Nevis Challenge Trophy (second-best performance by a rider eligible for the Chamberlain Challenge Trophy: WJ Hutton (200 Francis-Barnett), 85. Manufacturers’ Team Trophy: AJS Motorcycles (BHM Viney, GL Jackson and SB Manns), 148. Club Team Trophy: Sunbeam MCC (GJ Draper, JV Brittain and GL Jackson), 122. Ladies’ Prize: Mrs M Briggs (200 DMW), 339.”

“FORTUNATE INDEED WERE those who took part in the 1953 Scottish Six Days Trial for they enjoyed a spell of sub-tropical weather the like of which has not been experienced in Scotland for over 160 years. Whether they rode in the event, acted as officials or just came to look on, none of the ‘Scottish’ party staying in Lochaber last week will ever forget the breath-taking beauty of mountain and moor, loch and glen, dressed in their delicately shaded early summer finery. To have the opportunity to appreciate such scenery under such ideal conditions is a privilege that rarely comes more than once in a lifetime. In other ways as well this year’s ‘Scottish’ was especially good. The Clerk of the Course is to be congratulated on a well-selected route with plenty of variety. His titbit, the one unclimbable hill, was perhaps a little too much of a good thing and there was general feeling that the speed schedules could well be reviewed and relaxed. The employment of checks so ‘tight’ that racing on public roads becomes a necessity, if marks are not to be lost on time, is no good for the trial nor the sport. Nor for the safety of the competitors, several of whom this year came to grief in one way or another as a result of the need for ultra-close clockwatching. On the secretariat side everything worked with smooth efficiency and the committee are to be complimented on the greatly improved setting for the ‘finale’; the social arrangements on the Saturday evening were a great success. Finally, our congratulations to Hugh Viney, the maestro. Already the outright winner of one ‘Scottish’ premier award, he displayed such calm skill last week that few would be surprised if the Edinburgh&DMC does not have to ask J Alexander to buy another for Hugh in 1955! One aspect of the record entry is worthy of comment. Out of the 188 competitors who sent in their names for battle, nearly 36% were mounted on machines below 250cc—and all but one of these were under 200cc two-strokes. The great advances made in the field of light and ultra-light motor cycle productions are thus underlined and it is a measure of the confidence placed in these little machines that so many riders used them in Britain’s toughest trial.”

“‘ALEX,’ SAID BILL, almost shouting, for a gale was blowing outside, ‘what about spectating on the Scottish Six Days for our first long trip this year?’ That was the start of it—a train of thoughts, taking us back to many ‘Scottishes’ of the past; even to the one when, in the 1920s, we tried emulating some of the competitors on Applecross with a ‘2¾’ belt-driven New Imperial, two up! Two up at start—the model was on its own shortly after! There is atmosphere about the ‘Scottish’ and it must be ridden to, by motor cycle, naturally, from north, east or south; and then lived with for a day or two—if possible for six days! And then ridden from, by motor cycle. We agreed that this, our nearly annual visit, must be on the first two days of the trial. There must be thought given to Bill’s customers and he would work on their behalf between 9pm Tuesday evening and 3am Wednesday morning, after the 115 miles from ‘Trial Town’. Such is Bill’s enthusiasm for the game! The trial itself was, of course, to be the high spot; but, the run from the Clyde to Loch Linnhe and back, through some of the best highland scenery, was most certainly almost equally the feature of importance. ‘Suppose,’ I said, as the rain gave a particularly hard blast on the window panes, ‘suppose the weather is like this going across Rannoch or through Glencoe?’ But it wasn’t, and as we entered the ‘Boulevarde’, just out of Old Kilpatrick on the north side of the Clyde, nestling in the shelter of the Kilpatrick Hills, about nine ack emma, we felt we were heading for another world. A world where time does not matter too much—except at Check Points! The winding road following Loch Lomond on its western shore was soon covered, at a speed higher than our usual gait, we wanted to get into the wild stuff up above Glen Falloch and Crianlarich. There, in between taking one or two snaps, we had our elevenses out of vacuum flask and paper bag. Thence, a switchback road to Tyndrum with the Forest of Mamlorn to the right, where we saw the old twisty road leading past Ben Odhar and the—once—West Highland Railway line. Bridge of Orchy next, where, a couple or so years previously, we had seen a cine-camera recording the arrival of competitors in the trial of that year; where, for bygone centuries, vagrants had met. And, when we remember, having crossed the ominously named Black Mount and skirted the fearsome Rannoch Moor, we come to Glencoe, can it be doubted that this junction of the roads from Crianlarich and Dalmally, at Bridge of Orchy, may have had some connection with the terrible massacre of Glencoe in 1692? Sun and cloud played around 3,345ft of the massive peak of Buchaille Etive as we approached Glencoe and it must be questioned if there is such an impressive approach to any other Scottish glen. Bill signalled me to stop and, with the cry of the cuckoo echoing among the hills and not a soul to be seen, we agreed, over our pipes, that those two apt words applied to the Glen of Weeping—’awe inspiring’—could not be bettered. The cuckoo! I wondered if my friends in the English midlands had possibly heard the same one, in a Warwickshire glade, on its journey north? We voted for a pot of tea and biscuits in the hotel at Bridge of Coe, after the glorious run along the comparatively new road through the glen. Then we struck off for the road built by German prisoners of war during 1914-18. This took us along the south side of Loch Leven to Kinlochleven. The Germans were attracted here once again during the last war—by air—and wasted cargo was their legacy this time! Leaving Mamore, on the north bank of the loch, we covered the last score of miles into Fort William and once again arrived in time to watch the early competitors arrive. There was evidence enough they had thoroughly enjoyed the first day of their ‘Highland Holiday’. So, too, had we! That evening we took a lazy walk round the town, during which models parked in various side streets were inspected, and we listen to the musical lilt of ‘the. Gaelic’, spoken by many of the locals. Atmosphere? Yes, most certainly—it’s in the air. The friendliness of the Fort William people themselves; the cameraderie of officials and competitors; the spring flowers, rather later than in our part of the country. In the hotel at night the boys gathered for a chinwag about the day’s incidents. Bill and I chipped in with an occasional comment or inquiry. The interest and enthusiasm was highlighted by a gentleman past middle age whom we met in the lounge. He forfeits one week’s holiday and golf—amazing thought!—every year, to assist in observing. Needless to relate, he also mentioned .that he was an old motor cyclist and, apparently, still very much with us in spirit. Good food, good company, among folk leading a very different life, probably, from what most of us normally live—it all added to the zest of the journey to Fort William. But we had to be back on Tuesday evening, so we spent the early morning, after the eggs and bacon, watching the competitors off on the second day’s run. First of all, M and D in the town itself, and then out to Lochy Bridge to see some of the boys (and girls) taking the road through the Great Glen. It was a glorious morning and, appropriately clad, a young lady from Stirling, holidaying on two wheels, slipped quietly across the bridge. She kindly consented to pose for me. With snow-capped Ben Nevis and the picturesque bridge in the back-ground—the lady on her LE Velocette in the foreground—I felt I had a winner. The rider told me she read Motor Cycling and longed for the urge of a competition model. As our models trickled slowly back through Fort William, headed reluctantly for ‘hame’, the loch alongside appeared very attractive in the late morning light. So with thoughts of the Ballachulish Ferry and scenery ahead of us, we opened up. But not too much—we wanted to make it last as long as possible. And, in any case, we were ‘no’ awa’ to bide awa””!

“LAST SATURDAY’S INTERNATIONAL North-West ‘200’, organised by the North of Ireland MC, provided class victories for S Lawton (499 Norton), R McG McIntyre (348 AJS) and Arthur Wheeler (248 Guzzi). It also gave the 11.2-mile Portstewart-Coleraine-Portrush circuit the new title of ‘Britain’s fastest road course’—now that Clady is lost—and gave the public the first view of the new streamlined Norton. Nortons gave the event their full support, sending all of their team over. Lawton and Ken Kavanagh used orthodox Senior models, while Jack Brett had an orthodox 350; the streamlined model, also a 350, being assigned to Ray Amm. The chief opposition was expected to be from Reg Armstrong and Dickie Dale on 498cc Gileras of 1952 vintage, but in the 350 class young Bob McIntyre appeared with a two-valve AJS and in practice showed how well he could use it by recording fastest 350cc lap. In the 250cc class Arthur Wheeler could look forward to another North-West scrap with local boy David Andrews (248 Excelsior) and Bill Webster on a quick Velocette. Race day was perfect, with glorious sunshine and a cool breeze which kept the tar firm. Armstrong’s Gilera was first to fire as the Seniors got away and he led Kavanagh and Lawton into Henry’s Corner, but by Milburn the Nortons had taken advantage of a new ruler-straight section of the course and it was Kavanagh who led for the remainder of the lap, opening at 90.72mph. Lawton was one second behind (90.51mph), with Armstrong another seven seconds (89.09mph) and Dale two seconds later. That order remained unchanged on the second lap, on which both Nortons cracked Duke’s. 1951 lap record of 7min 12sec (92.27mph) by lapping in 7min. 5sec. (93.71mph). The Gileras were now 20sec behind. On the third lap Dale pulled in, his goggles shattered by a stone from Armstrong’s wheel, and he had to go to hospital to have his eye attended to. The pattern of the 500cc class was now settled, with the Nortons

playing the ‘follow-my-leader’ game. Kavanagh repeated his lap record, but Lawton bettered it with 7min 1sec (94.6mph) sixth lap. Behind Armstrong, a great scrap developed between L Williams (499 Norton) and EW Hunt (499 Norton), with TH Turner (499 Norton) close behind. Lawton took a temporary lead on the eighth lap while Kavanagh refuelled, by which time he had clipped another second off the lap record (94.82mph). Kavanagh resumed the lead and on occasions had as much as 12sec on Lawton, both averaging over 92mph. Hunt retired, leaving Williams now being harried by Turner, who passed him on the 14th lap. On the 15th lap Lawton piled on pressure and came through ahead of Kavanagh, and on the next circuit the timekeepers were unable to separate them. Armstrong was almost 3min behind and the rest of the field had been lapped. For the closing two laps the Norton boys mixed things really hard. First Kavanagh cracked in a new lap at 6min 58sec (95.25mph), to lead Lawton by 1sec, but Lawton closed with a terrific circuit in 6min 54sec (96.20mph) and won by 8sec. Ray Amm and his ‘airflow’ Norton must have brought several thousand extra spectators to the race and as he heaved off in the front row of the grid for the 350cc field every eye was on him. Alas…with fuel pouring from the cowling, poor Amm pushed and heaved with no response, while Brett, McIntyre, Pearce and the rest streaked for Henry’s Corner. They were all through the bend before the Norton fired and Amm, tucked literally into the machine. set about reducing his handicap. Brett led the rush through the start, having averaged 86.39mph on his opening lap, with McIntyre only 7sec behind (85.10mph), Pearce 2sec behind the Scot and then—creditable effort!—Ray Amm, 20sec behind the leader but going beautifully. But it wasn’t to be Norton’s day in the Junior class! At the end of the second lap Brett toured into the pits and retired with engine trouble, McIntyre passing into the lead before Brett had stopped…but with Amm—who had lapped in 7min 30sec (87.72mph)—close on his heels. That, unfortunately, was the last seen of the streamlined Norton, for Amm stopped on the Portrush straight with engine trouble. Now it was McIntyre, with Pearce 10sec behind, GL Paterson (AJS) third and Albert Moule (Norton) fourth. Moule nipped into third place on the sixth lap. but it was a neck-and-neck business and, the leaders being over 3min ahead, a purely private battle. A pit-stop dropped Moule back a place after the 12th lap and that determined the finishing order, McIntyre easing off in the final laps. The 250cc class was Arthur Wheeler’s from the beginning but provided more interest than the other classes. His first lap put him 23sec ahead of F Purslow’s Velocette and Andrews’ Excelsior but the latter two, with Webster’s Velocette, in close attendance were enjoying a great scrap. Wheeler broke his own 1952 lap record by 9sec on the fourth lap when returning 8min 29sec (78.24mph) but after that settled to a steady average of just over 76mph. Webster slipped into third place, held it until a pit-stop on his eighth lap and after that fought grimly for his fourth place with a loose carburetter. Purslow also had a costly pit call on his 11th lap while Andrews, who went through non-stop, settled firmly into second place to repeat the 1952 class finish. Rumour had it that Wheeler had a slight engine seizure late in the race but this was not reflected in his steady average.

“ALTHOUGH IT HAS been common knowledge for many months that an experimental streamlined Norton was undergoing tests at Montlhéry and in the Isle of Man, it was not until last Thursday’s practising period for the North West ‘200’ that the general public—to say nothing of the other competitors!—were given an opportunity to see the highly unorthodox 350cc model in action with Ray Amm aboard. As the final specification has yet to be settled, one or two details in this most ingenious design must, for the time being, remain on the secret list, but clearly a considerable degree of enclosure has been obtained while satisfying the FIM regulations concerning safety of the rider in the event of an emergency. Basically, the frame is a ‘depressed’ version of the famous Featherbed, with the twin top rails bowed out to clear the cylinder head. The front portion of the light alloy ‘egg’ with its Perspex window is mounted at the top under a T-shaped horizontal tubular member whose stern is welded to the head lug. Tubular members welded to the frame down-tubes support the cowling at the rear, bottom corners. The shell is reinforced with a tubular ‘bending’ and gusset plates at strategic points and is attached to the frame members with bolts passing through hard rubber bushes which absorb vibration. The aft portion of the shell is attached to the shortened, triangulated rear frame in a similar manner. The space between the halves of the ‘egg’ is filled by two low-slung, square section fuel tanks joined by a large bore flexible pipe which passes below the oil tank, the latter mounted above the gearbox and held in position by aero-elastic thongs. Shallow rubber-lined grooves, formed in the tops of the fuel tanks, act as ‘shin rests’ for the rider’s legs, whose left and right feet operate, respectively, the rear brake pedal and the gearchange pedal. The ‘saddle’ is, in effect, vertical and the rider’s body is supported on a long and narrow ‘mattress’ reaching to the steering head.”

“ON A COLD WINDY DAY, on which the snow-capped tops of the nearby Black Forest emphasised the fact that winter was only just past, 120,000 German enthusiasts gathered at the 4¾-mile Hockenheim-Ring near Heidelberg for the DMV’s annual international Rhein-Pokal Rennen, held last Sunday. They saw the new four-cylinder Guzzi with Enrico Lorenzetti in the saddle run away with the 500cc race at the record speed of 107.8mph. Les Graham retired with engine trouble on his MV four. The sidecar class provided a photo-finish between Eric Oliver (Norton sc) and Wiggerl Kraus (BMW sc) with Eric eventually winning by what the judges described as ‘only a few centimetres’. In the 350cc event, in which Graham had been entered on an MV which failed to materialise, Fergus Anderson on a 320cc Guzzi was able to outstrip the works DKW ridden by Siegfried Wünsche. The NSUs,, however, were too fast for Lorenzetti’s Guzzi in the lightweight class, a race marred unfortunately by a collision between G Gehring and a policeman who ran on to the course to pick up a pair of goggles, which resulted in the death of both.

“WHENEVER AND WHEREVER motor cyclists go into debate, you can get yourself a contradiction on the proposition that modern racing 500s either (a) are, or (b) aren’t too fast for modern circuits…let’s spare newsprint for the opinions of the British star who has only once been out of the first three in the 500cc World Championship, Leslie Graham: ‘Definitely, the time has come for a change. Present-day 500s are both too big and too fast for anybody’s good. I’ve been saying so for ages. Tradition and sentiment. are all very well up to a point, but that point is here, and past What is needed is something like they have in the car world, with changes of engine size limits at prearranged intervals, say once in five years.’ This suggestion seems particularly apropos now, within sight of an era in which the single, and possibly the twin, too, will be as outmoded as the surface carburetter. Les reckons that when switching from singles to fours riders will need to allow at least a season for mastering the new torque-taming technique. He adds that whereas the single, notwithstanding the acknowledged genius of the Craigs of this world, most assuredly have reached a stage of development where further advances are slow and measured, the multi is still in its infancy.”

“IN HOLLAND, ON the same day, there was an international meeting on the Zandvoort circuit, in which Australia had a double success. Tony McAlpine (Norton), from Sydney, won the 500cc class ahead of Phil Heath and Bob Matthews (both similarly mounted); and Gordon Laing (Norton), from Melbourne, was the 350cc winner, with the same riders placed second and third.”

“ONCE AGAIN THE Grand Prix of Finland provided a victory for Alan Dudley Ward, builder of the DW Special on which he won the 500cc class. He also finished first in the 350cc event.”

“DESPITE SPIRITED OPPOSITION from Bob Keeler (AJS and Norton) and Sid Barnett (Norton) John Surtees (Norton) continued his winning ways at the National road-race meeting—organised by the Aberaman MC&LCC—held over the 1,338yd course at Aberdare Park on Saturday last. In addition to taking first place in the 251-350, 351-500 and Unlimited cc events, Surtees set a new lap record for the course with a 49⅗ sec. circuit on his 350, thereby handsomely beating his own figure, established last year, and taking the lap speed for the tricky, serpentine course over the 55mph mark for the first time.”

“AMONG US, IT SEEMS, is Argentina’s President Peron. He is addicted, I read, to taking early morning rides on his motor cycle. What is more, the escorting cops have to twist their grips in order to keep up with him. An actual witness of these Presidential blinds is RM MacColl, Daily Express columnist, who has been writing lately from the ‘Silver Republic’s’ capital. Hitler viewed motor cycling with favour. So did Mussolini, who was, himself, a rider. Curious how ‘all the dictators speak well of motoring’, as Peter Chamberlain once wrote. True, a motor-minded population can be relied upon to click readily into place where mechanised warfare is concerned but I suppose one must be generous and ascribe possible other more altruistic motives to them.”

“VINCENTS ARE TO make the Miller-designed cyclemotor which so impressed experienced observers when it made its first public appearance at the 1952 Cyclemotor Demonstration Trial. Both Vincent and Miller are, in their respective spheres, names to be conjured with, and that such firms should interest themselves in cyclemotors is both a sign of the times and a portent of what is to come. The Firefly, as it is now to be called, has appeared at exhibitions on the Continent. It was due to do so at the London Show, according to the catalogue, but was withheld at the last moment. The reason was that i the marketing arrangements had not been completed. There are engineers who think that the Miller engine position is the ideal one for a cyclemotor. It is a question on which I am not prepared to dogmatise. Be that as it may, none can deny that the Firefly is attractive and practical. Handlebar-controlled engine disengagement has ousted the original frame-mounted lever and the carburetter appears different in several details—notably in the strangler bell and in the bottom-feed float chamber—from that fitted to the prototype. Internal modifications consist solely of the scrapping of one piston ring, bringing the number down to two. And not the least attractive feature is the rubber shock-absorber sandwich construction of the half-engine-speed driving roller which, Vincents say, has completely eliminated the bogy of tyre wear.”

“SEEN ON THE Southend Road one recent Sunday afternoon—a motorcyclist with ‘L’ plates, wearing a sports jacket, open-neck cricket shirt, blue jean trousers, socks rolled down to his ankles, and what appeared to be sandals. He was not wearing gloves, goggles, or scarf, and his jacket was unbuttoned and flying open. Vulnerable? Not a bit—he was wearing a helmet! Seen at Snetterton—a plastic helmet decorated with a skull and crossbones!”
SP LEEPER, London, E17.”

“WHEN RACING GETS GOING at Oulton Park, which may be before the end of the season, it is to be supposed that quite a few motor cyclists will decide to visit Cheshire for the first time. And they are likely to find its countryside more attractive than they had been lad to suppose. A year or two before the war I looked in at Oulton myself. The ruins of the burned-out mansion impressed me as on the grim side for a place that was being organised as a pleasure resort, but the ride took me through part of Delamere Forest. Pleasure going, that, and Beeston Castle stands grandly on its height.
A WHEATLEY, Kew.”

“AFTER RIDING AND OWNING vintage motor cycles for many years, I have at last managed to get my hands on a very old, new motorcycle! The story goes like this—1905: Machine was sent to Bristol agents where it was put in the window for sale, was never sold, and was put down in the cellar under the shop and forgotten. Circa 1929: The shop changed hands and the owner, taking one of his friends round the place, showed him the aforementioned machine, which the friend bought for 30 shillings…new and unregistered in 1930! 1953: I went to a house in Bristol and there, in the basement, was shown the model, which the owner sold me. I’ve been all over the machine but can find no maker’s name; only numbers. The frame number is 22962, and on the side of the crankcase is 80 M/M 8199. Can you or any of your readers tell me what the model is and estimate its age, please? The owner before me thinks it’s a 1905 Humber. The carburetter and magneto have been fitted by me to make it go, as the proper components were missing. The tank is grey, with green panels lined in red like the old Triumphs; the oh inlet valve is worked by a push rod and the exhaust valve is on the side. It has an adjustable engine pulley, with locking ring, and – one rear foot brake working on the belt rim.
JACK STONARD, Bristol.”

“VARIATIONS TO THE main theme of swinging-fork suspension units are now to be found among the specifications of a considerable number of British and foreign-built motorcycles. On the larger machines in particular, control of the fork movement is dependent upon a hydraulic unit about which the load-carrying coil spring is arranged, the whole assembly being housed in light-gauge telescopic tubes. To date, many of the hydraulic damping devices have been adapted from car suspension shock-absorbers with, perhaps, some modifications to the fluid valves and bleed orifices. But the successful adoption of a similar pivoted-fork suspension at the front of a motorcycle has focused attention on the fact that, in future, many machines may need not two, but four, hydraulic units. Girling, of Birmingham, who were early in the field with motor cycle units and who already produce a damper that can be adjusted to load, have now decided that these earlier units are larger than is necessary. Two new dampers with a bore of ¾in and designated the types MDA3 and MDA4, have been designed to replace the 1in. units, and included in these new dampers is a feature that overcomes the problem of load variation. For loads on the rear wheel of a motorcycle can, by the addition of a pillion passenger, be almost doubled.”

“SOMEBODY HAS BEEN complaining because he could not obtain a St George’s Cross to fly on his vehicle. He found almost every national flag on sale in the shops, but not England’s. The fact, apparently, is that only admirals are permitted to use it. Not knowing the reasons for the rule, I am in no position to discuss it. But it does seem quite wrong than an Englishman may not display his patriotism in the way that the Scots, and the Irish, and the Welsh are perfectly free to do.”

“W1TH A LOSS OF 12 marks only, JV Brittain (350 Royal Enfield) won the 22nd National (Open) Mitchell Trial held in good weather last Saturday afternoon over a figure-of-eight course near Merthyr Tydfil. Second-best on observation were NS Holmes (500 Ariel) and JV Smith (500 BSA), who tied with 17; Holmes won the 500cc class award on his special-test figure of 27.4 against Smith’s 27.2. Seldom regarded as an ideal sidecar event, this year’s ‘Mitchell’ attracted only six starters in the chair class; the most successful of them was CV Kemp (500 Norton sc), who finished with a debit of 54, RG Collier (500 Norton sc) securing the runner-up award with 60.”

“FROM ONE OF Germany’s oldest-established factories, the Zündapp concern, of Nurnberg, comes the Bella motor scooter. This good-looking runabout is powered by a Zündapp 198cc single-port unit-construction motor having geared primary drive-to a four-speed gearbox controlled by a rocking pedal; the rear chain is fully enclosed in a case arranged to pivot with the swinging-fork rear suspension assembly. Open coil springs are used, controlled by a single hydraulic damper fitted on the left side of the fork. The front wheel is mounted in telescopic forks and ‘big’ wheels are shod with 3.50x12in. tyres—6in-diameter drum brakes are used. An unusual form of frame principally consists of a large-diameter down-tube and two backbone members arching over the engine and rear wheel. Over this frame is fitted pressed-steel bodywork offering apron protection at the front, long footboards and complete enclosure of the ‘works’. A cooling duct admits air at the front and directs it over the cylinder through a vent behind the driver’s seat: a pillion seat may be fitted on top of this vent. Cast-alloy ‘openwork’ platforms on each side of the rear wheel are hinged to fold down to become pannier luggage supports, while a spare wheel and, carrier (extra) provide carriage for an additional suitcase. Maximum speed is said to be 80kph (50mph) and the consumption, on petroil, is a claimed 120mpg. The finish is steel blue, with beige and red relief, and the price is DM1,600 (approx £133). “

“RIDING A 1953 SPRING-FRAME 350cc Velocette, John McLaughlin completely upset ‘the book’ in the Catalina Grand National Championship races held on Catalina Island, situated off the west coast of America. In the I00-mile event his machine beat all-comers, including mounts of up to 1,200cc, and he finished the race with a 1min. 16.6sec. lead over Charles Cripps. The Velocette covered the distance in 3hr 21min 56.7sec. Using a TT-type carburetter, 7: 1 compression ratio and top gear of 6.45 to 1. McLaughlin astounded spectators with incredible downhill speeds and amazing last-minute braking on both the dirt and paved sections. Starting from the fourth row (five men to a row and rows dispatched at 30sec. intervals), he was never passed by any of the 205 starters during the entire race. Second placeman, Cripps, and Joe Leonard, who was third, were both on K-model Harley-Davidsons, and they were followed by Ed Sumner (500 BSA single) and Al Copping on a 650 Triumph twin with home-made swinging-arm rear suspension. The race marked the first competition appearance of the new BSA swinging-arm 500 single, which was placed sixth with Charles Minnert up. The 50-mile race was divided into four classes, ranging from 125 to 350cc, and all groups were run concurrently. McLaughlin won the 250cc ohv group with a 350cc engine sleeved down, against a big field of pre-war 250cc BSAs. Marty Dickerson won the 250cc side-valve and two-stroke class on a Jawa, Ralph Adams the 200cc category on a Francis-Barnett, and David, brother of Bud Ekins, won the 125cc on a 98cc NSU.”

“A FURTHER PIECE of news on the movie, ‘Cyclists Raid’, making in Hollywood. The title has been changed to ‘The Wild One’—and the publicity release from the studio only confirms the worst fears of thinking motorcyclists in the US The ‘stills’ that accompany the release portray a gang of disreputable characters attired in sloppy costume—and, of course, acting the parts of hoodlums to the limit. Obviously this film will do nothing to raise the public esteem of motorcycling but, despite the indignant protests, it seems likely that this opus will be released soon. A bad taste in the mouth of the public is bound to result.”

“HOME-BREW ” SPRING FRAMES are making their appearance in great variety on the West Coast. Most of them involve swinging-arm suspensions with the application of automobile-type shock absorber units. It’s a strange fact that almost all private enterprise concerning motorcycles is localised in Southern California. It is but rarely that a ‘bitza’ makes its appearance anywhere else in the nation.”

“THE FRENCH RIDER Gustave Lefevre (Norton) won the 24-hour Bol d’Or held last weekend at Montlhéry, near Paris. He rode 409 laps—about 1,674 miles—at an average speed of 66mph. Second man home was Bronte riding a Triumph who covered 344 laps. Lefevre beat all records—including that for cars.”

“AT THE CIRCUIT INTERNATIONAL de Regensdorf-Zurich held last weekend, the 500cc race was won by J Albisser (Norton), Switzerland, at 73mph; second was Nello Pagani (Gilera) and third B Bottac (Norton). In the 350cc race, B Boehrer (Parilla) was first home at 68mph, followed by Bob Matthews (Velocette), of Ireland, and R Knees (Norton). Two-fifty class winner was H Thorn-Prikker (Moto-Guzzi) at 66.5mph. Winner of the 500cc sidecar event was Hans Haldemann (Norton sc).”

“AUGUSTE MINGELS (Matchless), of Belgium, was the winner of the Grand Prix de France de Moto-Cross, held on the Charbonnières Wood course, near Lyons. Second man home was V Leloup (FN), also of Belgium—and the reigning European Champion—and third was another FN rider, H Frantz, of France. First Britisher home was LR Archer (Norton) in fourth place. Fifth and sixth places were filled by Molinari (Gilera), of France, and Chamier (BSA), also of France. JCM. Avery (BSA) was the only non-starter in a field of 15. During the meeting PA Nex (BSA) went out with gear-box trouble and BW Hall (BSA) had a chain break when he was lying 11th in the second heat.”

“LIGHT, STINGING RAIN did not mar the success of the Welsh Two-day Trial. It can be argued that rain goes well with the Welsh landscape. The mountains that rear bleakly from the flat, sombre tone of the lakes are seen at their most impressive against a backcloth of grey, cloud-pillowed sky. But rain is not conducive to the maintenance of reasonably tight speed schedules over narrow, tortuous roads for the most part secondary or unclassified. In this connection, the smaller machines and sidecar outfits had a rather easier time this year than in 1952. Speed schedules were cut by between 1 and 1½mph. Machines equipped to ISDT standards were not to be seen; very little other than spare inner tubes and, in a few instances, compressed-air bottles, was carried. The majority of competitors were mounted on straightforward trials machines. Observed sections included in the trial were equal to the most difficult encountered in one-day events. Losing no marks on time and only three on observation, JE Wicken (498 Triumph) won this, the third trial of the series organised by the Mid-Wales Centre, with a margin of three marks over the runner-up, BHM Viney (347 AJS). AJ Humphries (490 Norton sc) made best performance in the opposite class.”

“NOT FOR MANY YEARS—perhaps never before—have the Isle of Man TT Races provided so much interest for the student of design. The inescapable glamour of high speeds in the Senior class, backed by reputations established in classic road races over the past few years, focuses attention on the Italian 500cc four-cylinder models. Yet, in the comparable sense, these machines border on the orthodox. Some two years ago a prominent technician predicted that the next phase in the evolution of normally aspirated racing engines, whether singles or multis, would be in the sphere of carburation. It has long been recognised that the accepted type of carburettor is far short of the ideal. The fuel-injection system used on a famous German twin and the ‘flood’ carburettor fitted to equally famous British singles are but the early stages of a development that may have far-reaching consequences. The use of a fuel tank mounted below the level of the carburettor brings obvious advantages. Examples of lay-outs on these lines are to be seen in the Isle of Man this week. One of the machines in this category has extensive streamlining and may well indicate, a trend which will be quickly followed by other designers. An unorthodox three-cylinder two-stroke; a transverse four of only 350cc; oil cooling of the exhaust valve; ignition by battery and coil; a three-valve cylinder head; quickly adjustable hydraulic damping on rear suspensions; variety in front-fork design; wider use of two-leading-shoe brakes; these, and others less obvious, are among the wealth of interesting features of this year’s Isle of Man machines. The classic series of TT Races continues to serve its function as a testing ground to stimulate design and development.”

INTERNATIONAL JUNIOR TT. Soon after dawn, the sun was burning our bedroom curtains. The sea was as silent as a glass lawn—too limp to twinkle in the sunlight. Only a filmy heat-haze veiled the mountain tops. The International Junior Race seemed assured of a perfect day. Coronation year! Everest year! And motor cyclists are eager to share in this Elizabethan resurgence. But the croakers dare to hint at five foreign victories in the coming week. In the Junior, British machines have to beat Leslie Graham’s MV Agusta and Fergus Anderson’s bored-out Moto-Guzzi. Geoff Duke and Carlo Bandirola are the most famous of the non-starters. Everybody mightily regrets Duke’s abstention, but his supporters applaud his refusal to compete on too slow a model. Chances of a German victory were slim after the accidents to [DKW factory rider] Ewald Kluge, and Rudi Felgenheier, his replacement. [1938 Lightweight TT winner Kluge suffered a broken femur at the Nurburgring; 1952 250cc German GP winner Felgenheier also broke a leg during practice. Neither raced again—Ed]. The new Governor was given a warm welcome, and after the usual preliminaries the 99 starters were duly launched. How an Epsom Downs starter must envy the smooth docility with which nearly 100 motor cyclists accept the ‘off’! The weather remains absolutely perfect. Eminent among the eight non-starters are two of the Norton team—S Lawton, with arm and leg injuries, and John Surtees, robbed of his TT debut by an injured wrist. Jack Brett thus joins Ray Amm and Ken Kavanagh in the spearhead of Britain’s defence—the Norton team. At 10-second intervals the lads get away quickly. Graham on the brand-new MV four, and the Norton team, are the most impressive. S Wünsche (DKW) shares with Graham the dubious honour of being the noisiest. Wünsche is under orders to take the Race gently, as he is greatly depressed by the serious crashes lately sustained by his team mates. There are 13 club teams and three manufacturers’ teams (two AJS and one Norton). With over 25 riders from oversea, the TT is really international this year. The first retirement comes early—J Harding (Velocette) at Braddan Bridge. The remaining clocks seem to be clicking steadily. EJ Frend (AJS) ushers in the returning procession. He is moving fast. All the riders are fast enough to

make their numbers hard to read broadside-on—their speed is over 100mph. But Graham sets fresh standards of both noise and speed. Fergus Anderson (Moto-Guzzi) is quieter than Graham, but looks terrifically fast. Graham’s standing-start lap is completed at 86.26mph. Thus early it is reported that DK Farrant’s tank is visibly leaking at the Gooseneck. Leo Starr (AJS) strikes engine trouble at Brandywell—sounds like a good place if stop one must! As the field passes through the Glencrutchery Road, the lap times are hoisted. Kavanagh is 42 seconds ahead of Graham. Then it becomes known that Amm (Norton) has lapped in six seconds less than Kavanagh, at 88.99mph. Wizard Joe Craig appears to have done it again, and the flying Italian four will have no walk-over. Tommy McEwan (Norton) retires at his depot with engine trouble. Sensation! Rod Coleman (AJS), of New Zealand, arrives in 25min 20sec—89.40mph—to take the lead! Who would have guessed before the start an AJS would lead two Nortons, the Moto-Guzzi and the MV Agusta on Lap 1? Meanwhile, WT Hancock (Velocette) is replacing a chain at Laurel Bank, and EVC Hardy (AJS) pauses at his pit with broken goggles. It transpired much later that, by a time-keeping error, R McIntyre (AJS) had actually taken fifth place behind Kavanagh, which pushed Brett into sixth place, Doran into seventh place, and Graham into eighth. AJS has nine machines in the first 15. AL Parry (Norton) is out at Glen Tramman with engine trouble. The fast men are all lapping regularly, though CF Salt (BSA) has to adjust brakes at Sulby. And now comes a tragedy—not yet broadcast. HL Stephen (Norton) is killed instantaneously in a crash near Bishop’s Court. CC Sandford (Velocette) had to change a plug at Governor’s Bridge. The men seemed to be clumping more than usual and often passed in tight three-formation. J Maloney (Norton) fell in Glen Helen, but was unhurt. Then JW Beevers (Norton) retired at the pits with suspension trouble. GJ Walker (AJS) retired at Crosby with engine trouble, and then Wünsche followed suit with the sole DKW. By

this time the pattern of the race is becoming clear. Fergus Anderson is a graver menace to the British machines than Graham’s Agusta, which has suffered from clutch-slip from the start. Coleman’s AJS and the Norton team resurrect their ancient duel. Coleman has lost a valuable henchman through McIntyre’s unlucky disappearance at Ballaugh with engine trouble. Clearly it is anybody’s race and the tension grows. The fury of the battle next produces a dead-heat for first and second places! Coleman and Amm both complete the first 75 miles in 50min 25sec, with Kavanagh only eight seconds behind! The hidden signallers are furiously exhorting the wee black hornets to go faster and faster in this savage battling. The racket is so continuous that most of the loudspeaker announcements are unintelligible. But the first news on Lap 3 is mournful; the leader, Coleman, is out with a split oil tank at Glen Vine. Amm, the Southern Rhodesian, is only one second outside Duke’s 1951 lap record of 24min 47sec; Amm lapped in 24min 48sec on his third circuit. He is now 24 seconds ahead of his team mate Kavanagh. Anderson (Moto-Guzzi) remains in third place. A batch of unfortunates go with assorted troubles—FA Norris (AJS), M Templeton (AJS), S. Cooper (AJS) and CC Sandford (Velocette). RH Rudge (Norton) does a lightning re-fuel in 19.8sec. Everybody is visibly fly-smothered. DA Tutty (Velocette) retires with a puncture at Quarter Bridge but does not fall. Then Graham garages his MV Agusta at the pits; his clutch is now practically useless. This formidable Manx lap discovers weak points which do not necessarily surrender to weaker circuits. ‘S Franklen’ (AJS) retires at the pits just as Doran passes apparently at a gigantic speed. The observer must swing his neck to read his number broadside-on. Momentarily, the three-cornered battle forming for the lead between Amm, Kavanagh and Anderson focuses all our attention. At the end of four laps this trio is covered by a time gap of nine seconds with Kavanagh and Amm one second apart! It is not, of course, certain whether all or any

one of them is yet absolutely full out. Fergus Anderson has a reputation for riding cunningly and likes to keep a wee bit up his sleeve. Two more retirements are announced—J Fisher (AJS) near the Bungalow, and TW Brown (AJS). Another retirement is BJ Purslow (Ariel) at the pits. These large entries of around 100 roar past so incessantly that the public-address system is practically muzzled. Chain trouble is less common this year, but AE Moule (Norton) drops out for that reason at Ballacraine. During Lap 4, DK Farrant (AJS), one of our most promising newcomers, climbs into the magic leading six at about the same time as a confrère of his, Robin Sherry, throws in the towel at Union Mills. Prayers were offered on Sunday in local churches for the safety of all the TT competitors, and it is a great grief to hear of a second fatality—this being TW Swarbrick. The leader list after four laps reveals a solid block of seven AJS machines chasing the four fastest men, which indicates the great success of the firm’s 7R policy. The leaders’ clocks tick uneventfully. The potential ability of men like Coleman and Kavanagh might never have been spotted and developed but for the circumstances which rather suddenly compelled both Norton and AJS to seek stars from the Commonwealth. Ernie Ring, the Australian, is the next to meet ill-luck; he retired at the Stonebreaker’s Hut after a fine ride in which he temporarily held sixth place in the third lap. It looks now as though Fergus Anderson can hardly hope to win. He is up against two slightly faster Nortons, and neither of them is yielding an inch. Nor can he break them up. The gap between him and Amm has been slowly increased, while Kavanagh is threatening to wipe out the 30sec starting allowance which originally separated them. A ‘one-against-two’ battle from a stern position is very hard plugging. However, the Guzzi’s third position looks safe enough, for Brett is slightly over-geared for the conditions and is more than a minute behind. Quite a gang of comparatively unknown men are chasing the leading six. The fact is that the number of top-ranking stars competing this year is not very large, and some of them have hit hard luck and retired. From the other angle, the continuous summer programme of lesser races at our innumerable small tracks is developing a host of clever

youngsters. The pace of the dozen men following the leading six shows that they are really good. At the end of Lap 6, a great burst of cheering saluted the announcement that Kavanagh had equalled the lap record of 91.38mph. The course has not undergone any substantial easing since 1951. The main changes are the use of rather larger stones in the top dressing, and a considerable widening of Bedstead Corner. Reverting to Lap 4, LT Simpson of New Zealand on his AJS registered a very creditable lap in 26min 41sec, equalling 84.86mph, which hoisted him to 14th place. Another worthy note was that after four laps the 18th man had averaged no less than 83.31mph. These minnows will soon become full-grown tritons. More retirements are announced—AL Parry at Ramsey; EJ Frend at the Bungalow; AW Jones; RM Travers, of South Africa; CB Carr and PA. Davey. We wonder whether Kavanagh and Amm are teaming up to beat the Moto-Guzzi, or indulging in a little Commonwealth duello as between Australia and Southern Rhodesia. At one time they were only a single second apart. Pit orders are that either man may win, but they are not to scrap with unnecessary ferocity. Both lads will assuredly remember their great battle as long as they live. Spectators curse the interference in the public-address system which makes it quite difficult to be sure precisely what is happening. So, at last, we come to the final lap. It began with Amm leading Kavanagh by 7sec. Fergus Anderson, on the Moto-Guzzi, lay over a minute and a half behind Kavanagh, and could not hope for absolute victory unless both Nortons retired. The announcer struggled hard to keep us au fait with the progress of this trio at all the telephone points, but he was so hampered by almost continuous interference from the exhausts of the slower men that we heard comparatively little of what was happening. Worse still, both Amm and Kavanagh, after breaking the record in their seventh lap, came through the stands without receiving the ovation which they so richly deserved. It was, of course, a very tight finish. Amm won by a mere 9.6sec. Anderson’s Moto-Guzzi slowed a trifle towards the end, and was beaten by over 2½ minutes. Amm established both lap and race records. Almost immediately after the six leaders reached home, the hooters sounded for the clubmen to get out their machines for the afternoon fixture.” RESULTS: 1, Ray Amm (Norton), 90.52mph; 2, Ken Kavanagh (Norton); 3, Fergus Anderson (Moto Guzzi); 4, Jack Brett (Norton); 5, Bill Doran (AJS); 6, Derek Farrant (AJS); 7, Ken Mudford (AJS); 8, Peter Murphy (AJS); 9, P Carter (AJS); 10, Harold Clark (AJS), 93.72; 11, JR Clark (AJS); 12, Vic H Willoughby (Norton).Tye next five finishers were Ajays followed by Norton, AJS, Norton, AJS, AJS, Norton, AJS, AJS, Norton, Norton, Velo, Norton, AJS, AJS, Norton, AJS, Velocette, AJS, AJS, Velocette, AJS, Velocette, AJS, AJS, Velocette, Norton, Norton, AJS, AJS, Norton, Norton, AJS, Norton, Norton, AJS, BSA and AJS. As well as AJays, Nortons and Velos, the 41 ‘DNF’s included Wünsche on the works DKW, Les Graham’s MV Agusta, another Beeza and one of the new Phoenix JAPs. JUNIOR (350CC) AND 1,000CC CLUBMAN’S RACES. “The perfect weather experienced for the International Junior event continued in the afternoon for the Junior (350cc) and 1,000cc Clubman’s Races. It was well that it did, for practice had been marred by rain. Riders’ morale was lowered by the effect of constant peering through spattered goggles and trying to learn the formidable Manx circuit while riding on wet roads. As a result, practice lap times had been low, though DT Powell (BSA), of the Ringwood Club, had circled on one occasion in 28min 44sec, a speed of 78.80mph. Fifth man home at 77.26mph last year, Powell was tipped as a likely winner, and H Plews (BSA), of the Wakefield Club, as the chief challenger. Riding a Norton in the 1952 event, Plews finished in sixth place at 76.92mph. In a field of 71, comprising BSA, Norton, Douglas, AJS and Matchless machines, BSAs predominated with 54 starters. Five Centre teams were represented. Being run concurrently with the 350cc Race was the fifth 1,000cc Clubman’s Race in the series, and the first to be held since 1950. The two years’ lapse was the result of poor support, and the revival on this occasion was due to the efforts of the Vincent Owners’ Club. Sixteen entries—all Vincents—had been received, but the number had been reduced to eight—by practice spills in all but one instance. Happily, only one rider was more than slightly injured and he, E Ellis, though in hospital, was making good progress. At 1pm, when the late finishers in the International Junior Race were on their final lap, the hooters blared, signalling the Clubmen to enter the closed control to collect their machines for warming up. The banners behind the pits stirred gently in the softest breeze. An army of workmen swarmed over

the giant scoreboard, stripping it of its story of the morning’s victories and vicissitudes. Round the circuit, vast crowds basked in the summer sun and munched their sandwiches. The speeds in the contest to come would be tame by comparison with those of the morning. But those riding were the lads with whom they swop yarns on club-nights, and were now representing their clubs in the race of the year. For many, this was by far the most important race of the day. Promptly at five-past-two, the first three men were dispatched on their opening lap. Starting was by kickstarters, and three riders were sent off every 10 seconds. In the main, starts were first- or second-kick efforts, and riders were crouched down to it well before they had cleared the pit area. Five minutes after the last of the Juniors had left, the first competitors in the 1,000cc class swung their kickstarters. Clocks moved regularly, and the first three dispatched, GT Salt, of the Bridgnorth Club, E. R. Williams, Oswestry, and H Williams, Kings Norton, all on BSAs, went through Kirkmichael in close, line-ahead formation. Plews was riding No 32 and Powell No 39, so that their starting interval was 30 seconds. There was every possibility that they would see each other on the road. First man to complete a lap was RA Russell (BSA), of the Kensal Rise Club, in 29min 3sec, a speed of 77.95mph, and fastest opening lap among the early men was by J Bottomley (Norton), of the Moccasin Club, in 28min 33sec. There appeared to be every indication of a stout BSA-Norton duel, though the BSAs were believed to be fractionally the faster. The anticipated Plews-Powell duel failed to develop, for the Wakefield clubman was down on speed. Powell rolled off his opening lap in 28min 20sec (79.93mph) in brilliant fashion to take the lead by 13 seconds from Bottomley. Powell’s opening lap was no more than 3.6sec outside R McIntyre’s record lap on a BSA in the 1952 event. PE Burns (BSA), of the Thornton Cleveleys Club, was third, 0E Greenwood (BSA), Leicester Query, fourth, I Lloyd (BSA), Holmsley Club, fifth, P Palmer (Norton), Huddersfield, sixth—four BSAs and two Nortons in the first six. The fact that all six riders were covered by 36 seconds on corrected time, spelt racing of the highest order. Plews could do no better than lap in 30min 2sec. More than this, Russell was tying with RD Keeler (Norton), Ruislip, for ninth place, and there was a further tie between AFJD Martin (BSA), Rugby, and MEJ Taft (BSA), of Ilkeston, for 14th place. The first pair circled at 77.95mph, and the second pair at 77.55mph. Speeds of that order are magnificent bearing in mind that the riders are on production sports machines and are tackling the most difficult and arduous road-race circuit in the world. The times achieved on the 1,000cc machines were unimpressive by comparison. Speed approaching International TT standard is needed to extend a twin-cylinder Vincent in the Isle of Man, and the necessary riding skill is rarely apparent in Clubman’s Races. Fastest opening lap was by R. Madsen-Mygdal, Vincent Owners’ Club, in 27min 41sec (81.79mph). But even Mygdal was riding outside his capabilities for he spilled at Brandywell, though without hurt, on his second circuit. This let GP Clark, Hull, into the lead with a 14sec advantage over GP Douglass, VOC. L. Floodgate, VOC, retired and, along with Mygdal, reduced the field in the larger class to six riders. The standard of reliability among the Junior machines was high, and only some half a dozen retirements

were listed. At the end of Lap 2 Powell had stepped up his average speed to 80.43mph, and now led Bottomley by 42sec. Burns disappeared from the leader board and dropped to ninth place. Greenwood moved up to third and, with a quite fantastic spurt, H McKenzie (BSA), Galloway, moved up from 13th to fourth place. Martin was fifth, Lloyd sixth and, from out of nowhere, HA Voice (BSA) lay seventh at 77.72mph. Keeler retired at the pits. Leader in the 1,000cc class at the end of Lap 2 was Douglass, at an average speed of 81.27mph. The searing speed of the Junior Race continued. Powell was riding as to the manner born, and appeared unbeatable; except for Bottomley’s Norton in second place, and R Ingram’s Norton in the eighth position, BSAs filled the first 16 places! On the third lap, Powell increased his pace even more. Bottomley slowed and was displaced by Greenwood for second position. AM Sutton (BSA), Castle (Colchester) Club, hoisted himself from 14th place to fourth, and Palmer from 11th place to sixth place. Seventh was Lloyd; eighth, Oldfield, and ninth, McKenzie, sole champion of the Scottish flag in the first 12. ST Seston (BSA), Meteor Club, was riding consistently and holding a worthy 10th place. Completing the first 12 with Voice, who had slowed after his fast second lap and was now 11th, was AFJD Martin. In the 1,O00cc class, circling without apparent effort, Douglass had no trouble in maintaining his considerable advantage over the remaining five Vincents opposing him, though his speed was no more than 80.86mph. And so to Lap 4. Powell lapped with perfect reliability and crossed the line to wild applause, winner by 1min 20.2sec, at an average speed of 80.17mph—precisely 1¼mph faster than Houseley’s winning speed in 1952. Greenwood staved off the Norton challenge by the barest margin, but was a creditable second nevertheless. Palmer, in fourth place, was only 30sec behind Bottomley. In addition to winning, Powell had established a record lap at 27min 58sec (80.96mph).” RESULTS. Clubmans Junior TT: 1, Derek T Powell (BSA), 80.17mph; 2, Owen Greenwood (BSA); 3, Jack Bottomley (Norton); 4, Philip Palmer (BSA); 5, AM Sutton (BSA); 6, WR Oldfield (BSA). Clubmans 1000 TT: 1, GP Douglas (Vincent), 81.54mph; 2, GP Clark (Vincent); 3, PL Peters (Vincent); 4, LF Pittam (Vincent); 5, DL Buss (Vincent); 6, JO Finch (Vincent). INTERNATIONAL SENIOR TT. “THE 1953 SENIOR TT was run in perfect weather. The winner was WR Amm (Norton), Rhodesia, in 2hr 48min 51.8sec, a speed of 93.85mph. Second man was Jack Brett, also on a Norton, in 2hr

49min 3.8sec, 93.74mph. Third place was taken by HR Armstrong, of Dublin, on a four-cylinder Italian Gilera, in 2hr 49min 6.8sec, 93.62mph. The anticipated threat from the Italian fours petered out after three laps. The Manufacturers’ Team Prize fell to the AJS team (W Doran, R Coleman and RH Sherry), while the Club Team Prize was carried off by the Pathfinders & Derby Club, represented by E Houseley (Norton), PA Davey (Norton) and CF Salt (BSA). The first 17 men received silver replicas, and 15 bronze replicas were awarded; the respective time limits were 3hr 9min 58.4sec, and 3hr 22min 38.2sec. Seventy-seven riders started, of whom 36 finished. The percentage of retirements was high, presumably owing to the hot pace set by the earlier leaders. The lap record was broken four times in all, thrice by GE Duke on his Gilera with times of 23min 30sec (96.38mph) on his first lap; again with 23min 22sec (96.93mph), on his second lap; and 23min 18sec (97.20mph), on his third lap. But the final holder is WR Amm, whose Norton on the third lap cut the Gilera time by three seconds to 23min 15sec (97.41mph). The proceedings were marred by two fatal accidents. While lying second, on his second lap, 38 seconds behind GE Duke, RL Graham lost control of his speeding MV Agusta on the descent of Bray Hill. He was killed instantaneously, and the machine caught fire. During the sixth lap, GE Walker (Norton), of Australia, crashed near the 20th milestone (in the vicinity of Ginger Hall) with equally disastrous results. Graham, an ex-World’s Champion, one of the most likeable men in the motor cycle fraternity, universally popular, will be widely mourned. Walker was not so well known, but it is especially pathetic that he died so far from home. Enormous crowds gathered early in the morning for what was regarded as the race of the century. Two teams of Italian four-cylinder mounts, known to be about 10mph faster than any British machine, were expected to interrupt the monopoly

which the Nortons have enjoyed in the Senior for many years past. Some folk comforted themselves with the theory that the four-cylinders are very apt to scuff their rear tyres in a really long race, while the Manx habitués, who have seen so many famous foreign machines broken up by their formidable circuit, never swerved from their certainty that if Italy had the speed, Britain had the reliability. The weather conditions could not possibly have been better. Many had slept ‘outside the bedclothes’, or covered at most by a single sheet. But as the sun climbed, a mild breeze tempered the heat. Every vehicle in the island was enlisted to carry spectators to chosen vantage areas, and large steamers were berthed all along the jetties, token of the multitudes who had invaded Douglas during the night. At the Stands, bright touches of colour glittered from the international flags, the girls’ smart costumes, and the superb giant calceolarias on the Governor’s stand. The preliminaries passed off smoothly, and visitors from abroad, especially, admired the smooth celerity with which so large an entry was dispatched. One eminent trader from New York, who buys and sells motor cycles by the thousand, remarked that his country had ‘to hand it to you Britons’. K Johansson, who comes from Sweden, was the only rider whose engine sulked a little. Graham’s MV Agusta sent hoarse echoes reverberating along the little valleys which radiate inland from Douglas. N Nicholson, sole rider from the USA, made an excellent getaway. The veriest novice could pick the stars, from the slick certainty with which they made their engines fire evenly at the first bump, were stretched flat along the tank within a very few yards, and thundering at real speed long before the dip for Bray Hill. Some slight air of mystery attached to the start, since S Cooper (348 AJS), and R McIntyre, who had duly weighed-in overnight with a works’ AJS twin, did not appear to claim their machines. Eyes soon focused on the clocks above the scoreboard, where Graham’s digit revealed him as a man-eater—he had caught seven or eight of his

predecessors before completing half a lap, and Duke, whose Gilera started 84min later, seemed even more voracious. Walter Zeller, on the German BMW, wisely decided to make a medium-speed exploration of Mona rather than risk a spill. There were no fewer than 30 visitors from oversea, and several of them were destined to depart for home with most of the prize money in their wallets. However, in the first quarter of an hour or so, it was clear that no early starter could live against Graham, and 10 minutes later it was evident that the latter half of the entry was equally helpless against Duke. It was realised, glumly, that the Italian fours were quite as fast as had been intimated, and then some! They sounded like it, too. When the field was past after one lap, Duke reassured his followers about his old magic, for he was 38sec ahead of Graham. Next came the two Commonwealth stars, WR Amm and K Kavanagh, spearheading the Norton attack, chased by HR Armstrong, on a second Gilera, and that tough New Zealander, Rod Coleman, on an AJS. Next came stark, hideous tragedy. Lap 2 had barely got going. We were all wondering whether Graham’s famous signaller had managed to warn him that Duke had already snatched a 38sec lead. Then the letter R (retired) was painted into the second square of Graham’s column, with the long vertical white line underneath, cancelling the remaining five lap squares. Graham was out—had crashed unaccountably at the foot of Bray Hill. Nothing could restore the vanished joy of a day which had begun so brightly. Meanwhile there was a host of minor retirements—T McEwan (Matchless), and WA McAlpine, K Bryen, AA Fenn, WJ Campbell, all on Nortons. Groups of twos and threes had formed and were holding mighty scraps with each other along such rare straights as Sulby and Glencrutchery Road. Most of the men were passing so fast that they could not be photographed without expert swinging of the camera, nor was it easy to

decipher their numbers without swinging one’s head. Duke had lapped his standing-start circuit in 23min 30sec, 96.38mph, establishing a lap record. It survived for a bare 23min 22sec, before yielding to the new figure of 96.93mph, both of them shattering Duke’s own 1951 figure of 95.22mph. Behind him there were mild shuffles of the stars, and both Zeller and Dale came off gently at Signpost Corner, doing just enough damage to put them out of the race. The first seven men topped 90mph in the second lap, compared with nine who had done so a lap earlier. Three Matchless twins ridden by GA Murphy, DK Farrant and HA Pearce were welcome visitors into the leading 12. Duke now held a lead of 62 seconds. Watchers round the course reported that Amm, riding No 61, used Duke (No 67) for slipstreaming purposes during part of the lap. Could it be that Duke could burst away when the mood seized him ? He assuredly knew that he had already seized a winning lead. The speed set by the champions was slaying the weaker brethren, doubtless anxious about their replicas if the speeding fours could maintain this fiendish pace. Hereabouts, the retirements reported included Mackay, Herbert, Johansson (Triumphs), and Williams, Stormont, Julian, Leigh (Nortons). Bandirola (MV Agusta) withdrew as a tribute to Les Graham. Throughout Lap 3 a couple of Gileras were not only travelling fast, but lying first and third respectively, with HR Armstrong possibly assuming the role of tortoise to Duke’s hare. The gossips speculated that perhaps the Gileras are faster than the Agustas? Jack Brett was now demonstrating his class, which had been slightly obscured by too high a gear in the Junior. Kavanagh with a superb lap had jumped over Brett and Coleman into fourth place. Young Farrant hopped up a couple of places, chased by K Mudford (Norton) of New Zealand.

And Vic Willoughby (Norton) had suddenly asserted his right to a place in the first dozen [go, Vic!—Ed]. Duke’s average rose to 96.80mph. A minute divided Amm from Duke. Armstrong was losing ground rather alarmingly fast to Amm—40sec behind at the end of Lap 2, he was 78sec astern at the end of Lap 3, the Gilera slowing while the Norton accelerated. Coleman and Doran, the AJS champions, were lying doggo, ready to pounce on anybody ahead who might make a slip, rather than taking the role of confident aggressors. Sherry was slowish today, lapping in the region of 85mph in the company of private owners on Nortons. A. Milani (Gilera) was also detuned somewhat, and lay 16th at 86.42mph average. Once again there was a sad block of mishaps, but, fortunately, none were physical in character. Australian WA McAlpine (Norton) went out. LT Simpson (Matchless), of New Zealand, was ousted by valve-spring failure. MP O’Rourke (Matchless) had a split oil tank; veteran SA Sorensen (Norton), of Denmark, threw in his hand near Ramsey. Meanwhile, Doran executed a lightning fill-up in 24sec dead. But coming events cast their most significant shadow ahead at the end of Lap 3, for when the time-keeping auditors had done their work, they reported that although Duke had broken the lap record for the third time, Amm on the Norton had smashed the Gilera champion’s best time by 3sec! About this moment, the impish Manx gremlins, who plan so many cruel disappointments, decided that it was Duke’s turn to say goodbye to a happy dream. He swirled down Bray Hill in demon fashion and poised himself to make another of those graceful full-width sweeps through Quarter Bridge which cause maidens to swoon, and schoolboys to price a Duke autograph at 2s 6d. Alas, his mood was too exuberant; he turned up the wick too hard, found a patch of oozy tar, and over he went. He was not a penny the worse personally, but the Gilera would motor no more today. The

humorous aspect of the spill was that when the announcer read out with a trembling voice: ‘No 67 got into a wobble on some tar at Quarter Bridge…’ nobody winked an eyelash! A minute or so later somebody yelled in startled accents, ‘Hey! Did you say sixty-seven? Isn’t that Duke?’ And so it was. So now, confounding the critics Amm was riding at genuine ducal speeds, gaining ground from Armstrong all the way round the lap. Kavanagh was sitting on his tail, and, starting intervals excepted, Jack Brett was practically streamlining Kavanagh! Who said that single-cylinders are out-dated? Who said that Joe Craig’s brain had at long last run dry? Above all, who dared to say that Commonwealth speedsters aren’t really quite top class? But Nortons did not feel so jubilant at the end of Lap 4. True, Amm had fattened his lead on Armstrong to no less than 1min 38sec. But Coleman, that tough, wily, courageous New Zealander, had jumped into third place at 93mph, and another AJS, steered by Bill Doran, had suddenly gripped fifth place. Behind Doran lay a very dark horse, the young New Zealander who had ridden so brilliantly on Monday, KH Mudford on a Norton. Next came Willoughby, a member of the staff of this journal on yet another Norton, and perched on his tail was Milani, who had stepped up his average to 87.50mph. Even the stars dislike violent surprises just when they think they have managed a ‘nicely, thank-you,’ set-up. All the more so, because the fourth lap is refuelling time for most people, and a lot of time can be lost at a pit counter if the rider is shaken and clumsy. Moreover, what had happened to Kavanagh, who had suddenly disappeared from the leader board? All these speculations took quite a time for solution, partly because of the system of interval starting, because the timekeepers’ news was very slow in reaching the scoreboard, and because the incredibly rowdy exhausts were practically muzzling the microphones, and everybody had been stopping to fill up. Meanwhile, there was the usual crop of troubles—JH Cooper (Matchless) retired at the Gooseneck on his third lap; F Passmore

(Norton) fell at Signpost on Lap 4; EA Barrett (Phoenix-JAP) toured in and made a long pit stop; A Wheeler (Matchless) completed his fourth lap on a lame machine to retire forthwith; HA Pearce (Matchless) stopped for a lightning adjustment at Brandywell. And Kavanagh was out with engine trouble—lack of compression. Lap 5 was not destined to prove climacteric. First, JR Clark (348 AJS) broke his primary chain and KW Swallow (348 AJS) went out at the pits with engine trouble. So far as the leaders were concerned, Amm and Armstrong retained their first and second places. Coleman had poked his nose in front of Brett to the extent of 18sec but Brett was accelerating. Those who came later were not in very close touch. Doran was 2min 46sec behind Brett; then came Mudford, 1min 51sec astern; and Willoughby lay 53sec farther back. Immediate interest centred on the tussle between Coleman, Brett and Doran for third, fourth and fifth places. But a second dreadful tragedy was to over-shadow everything. GJ Walker, of Australia, riding a 499cc Norton, crashed with fatal results near the 20th milestone. His footrest caught the kerb and flung the model into a wild swerve from which recovery was impossible. The running was unexciting during the remainder of Lap 5. Amm hung on to a 1min 32sec lead, with Armstrong seeking desperately to narrow the gap. Brett and Coleman continued to play a ferocious version of puss in the corner, and Brett gained a 59sec advantage when Coleman stopped for fuel. Behind them there was fierce effort, and fine riding enough and to spare. Again there were no vital changes in the leading positions. Armstrong could make no real impression on Amm. Brett seemed just to have the legs of Coleman. Behind them Willoughby broke a leg of his rear suspension on a right-hand turn on Greg Willys Hill. He spilled but was unhurt. Such mishaps sound trivial to the lay spectator. But several hundred pounds may easily be involved between finishing sixth, and a tardy retirement, which robs a fellow of both prizes and bonus. Apart from such disappointments, which are the secrets of the lads with an unlucky ‘R’ under their number on the scoreboard, Lap 6 was melancholy for everybody and somewhat dull as a section of the race. But in the Island you never know. Motor cycle racing resembles an April shower, a capricious woman, a beaker of quicksilver. Suddenly, some far-distant marshal ‘phoned into the

grandstand that ‘No 61 is trailing his left foot!’ Just that, and no more. Frantic efforts were made to extort additional information. None came. At last, another marshal said that Amm seemed just as fast and sure as usual, and that he hadn’t noticed the trailing foot. However, the trailing foot was confirmed. Amm had spilled on the same bend as Willoughby, and wiped off a footrest. Anxiously we watched his clock. Yes, he was certainly going as well as ever! Then came another announcement. Armstrong had struck chain trouble near Ramsey! Anything now seemed possible—even probable. Perhaps there might even be an AJS win by Coleman, whose luck in the Junior had been vile. But all these excursions and alarms ultimately petered out. Armstrong restarted after replacing his chain again—in what agony of spirits no one will ever know. He came in 5min 5sec ahead of Amm on uncorrected time. What was his lap time after that hurried by-play with a filthy chain at Ramsey Only 24min 19.8sec! Only half a minute longer than his sixth lap! It was barely credible! But it was not good enough to beat Brett, who lapped in 23min 46.8sec to head Armstrong by 13sec! However, Amm now had to finish in under 6min 50sec to win. No one knew how far his spill was hampering him. It looked as if he had just enough time. He was signalled in due succession from the Bungalow, from Kate’s Cottage, from the Craig; and when he had three minutes of start allowance left at Hillberry, the crowds felt that it was all over bar shouting. Amm won, deservedly after a brilliant ride, by 12sec from Brett, and with a 25sec advantage over Armstrong!” RESULTS: 1, Ray Amm (Norton), 93.85mph; 2, Jack Brett (Norton); 3, HR Armstrong (Gilera); 4, Rod Coleman (AJS); 5, Bill Doran (AJS); 6, PA Davey (Norton); 7, 0EJ Frend (Norton); 8, Robin H Sherry (AJS); 9, HA Pearce (Matchless); 10, John Grace (Norton); 11, LC Boulter (Norton); 12, FA Norris (FAN Norton Special). INTERNATIONAL LIGHTWEIGHT TT “The International Lightweight Race attracted 30 starters out of 37 entries. Eighteen finished and 12 retired. The winner was

Fergus Anderson (Moto-Guzzi), who repeated his 1952 victory. After the first few miles he moved swiftly into the front of the field and was never afterwards headed. His time of 1hr 46min 53sec produced an average speed of 84.73mph, and his second lap in 26min 29sec (85.52mph) broke Ruffo’s 1952 record by 13 seconds. Second man was W Haas of Germany, on an NSU, in 1hr 47min 10sec (84.52mph). He chased Anderson with immense courage, but lacked the ability on the Manx circuit to catch him. S Wünsche, also of Germany, was perhaps, lucky to snatch third place from E Lorenzetti (Moto-Guzzi) who had comfortably held that position from the start until he fell at Governor’s Bridge towards the end of his third lap. Wünsche’s time on the DKW two-stroke twin was 1hr 51min 20sec (81.34mph). Five silver replicas and seven bronze replicas were awarded. No complete manufacturers’ or club team finished. No drop of rain had fallen for nearly a week, but during Tuesday night there were heavy showers and, towards the scheduled starting time of 9.45am hill’ crests and valleys betrayed pockets of dank, white mist, while a coy sun peeped like a timid schoolgirl from between low, grey clouds. Just before 9.45 a travelling marshal found visibility down to a mere 10 yards

in the vicinity of Creg Willeys Hill and 40 yards on the Mountain toad. The start was postponed for one hour, by which time a 10-knot wind from the north-west had cleared the high moors and dried the worst damp patches under the lowland trees. Caution, however, was still required. The delay was full of excitement. First, it transpired that the NSU manager had, over-night, invited Geoffrey Duke to fill the saddle vacated as a result of the crash which damaged WA Lomas’s hand. Duke promptly tried out an NSU at Jurby airfield, but the ACU refused permission, since Duke had not completed the necessary qualifying laps on an NSU. Then came the news that, after tests, the analyst had discovered traces of tetra-ethyl in the sample of fuel taken from one competitor’s tank. Fresh fuel was ordered, after an inquiry had exonerated the entrant and driver. No change of weather nullified the postponed start, but the competitors were warned that the lower slopes of Bray Hill were not conducive to crash brake-work, and to use caution under all trees. The mass start was a tame and perfectly safe affair, led quite naturally by the men whose fast practice laps had earned them places in the front row. W Haas, S Wünsche, TL Wood (Moto-Guzzi), and EA Barrett (Phoenix-JAP) drew momentarily clear by the end of the pit area, only to be caught and passed by Anderson and Lorenzetti as soon as they could worm their way through the ruck. Long before Kirkmichael, Anderson, Haas and Lorenzetti had annexed the three leading places, which they were to hold practically unchallenged for so many miles. The NSU supporters enjoyed a little encouragement, for Haas had got away first at the start, and Anderson was unusually tardy. Haas was still ahead by perhaps 500 yards when entering Glen Helen. Then the Guzzi champion overhauled the flying German, and the pair remained between 15 and 30 seconds apart for the remainder of the race. The leader was about 12½mph faster on overall average than the 12th man; barring accidents it seemed unlikely that anybody outside the Anderson-Haas-Lorenzetti

trio would win. Anderson’s ‘vantage over Haas at the end of Lap 1 was only 16sec, which sounds microscopic, but in a four-lap race contested at nearly 90mph, a 16sec lead is actually enormous. Multiplied by four, it exceeds a full minute or nearly 1½ miles over the whole distance. Wünsche in fourth place was 69sec astern, but 69 x 4 maker over 4½ minutes, or about seven miles. The man who is out-speeded over Lap 1 to this extent must either produce violent acceleration in Lap 2, or meekly wait till his rivals blow up. Such margins normally spell heavy defeat for the chaser. Many of the chasers in this race were men with no great reputation, and it is impossible to dwell on their doings in close detail. But Arthur Wheeler evinced fine mastery of his ‘private owner’ Moto-Guzzi. S Willis, the Australian on a far-from-new Velocette, will feel no shame when he confronts his home folk again. It is timely to remind a majority that Britain does not manufacture super-sports 250s. If a lad wishes to shine in this category, he must still, unfortunately, ‘buy foreign’. Most of the other British aspirants were probably seeking an opportunity to caracole [“make a half-turn”, according to my OED—Ed] happily—and legally—at speeds between 90 and 70mph on models which were mostly rather elderly products, care-fully ‘tuned’ by amateurs in their back sheds, or bitzas, or ‘ones-off’. Not so can one lick the Mandello works with famous professionals as jockeys. Still, there were 13 British machines in the first 20 at the end of Lap 1, even if the leading sextette were Italian, German, Italian, German, Italian and Italian in that order; and three of the first six

were straddled by Britons. Five men retired on Lap 1. They were M Cann (Moto-Guzzi); CM Luck (CLS); C Tattersall (CTS); E Houseley (Norton); and AA Fenn (Rudge). Lap 2 brought no excitements or tragedies. The first eight men moved relentlessly forward in their original order and mostly at progressive speeds. Lower down the list the pack was gently shuffled, mainly to the benefit of WM Webster (Velocette) who bounded from 14th to ninth at about 73mph. AW Jones (Excelsior) and RE Geeson (REG) also displayed aggressive intentions. EVC Hardy cut his lap time by a whole 20sec and climbed to 19th place of which he had every right to be proud, seeing that he was riding an old Rudge in aristocratic company. And so to Lap 3. The same 10 doughty fellows who had headed the raucous procession on Lap 2 continued to lead it right round Lap 3 as far as Governor’s Bridge. There—to the intense sorrow of Italy—Lorenzetti (even as many equally great men before him), miscalculated the tricky little hairpin, and probably for the usual reason. Nothing is harder in road lore than to estimate a slow-down from really high speed. Lorenzetti had been exceeding 100mph off the Mountain. Approaching. the Bridge, he probably supposed he had slowed to about 8mph, whereas in fact he was still

doing perhaps 30mph. So he jabbed his brake on a bit more, fell off, bent the model, grazed his hand and that was the end of him for the day. Lorenzetti’s departure let in at the tail of the procession, RE Geeson (REG), who, possibly, owed his promotion to the magneto of F Purslow, who had hitherto been his ‘next ahead’. However, who can say that if Purslow’s mag had magged better, he might have beaten Geeson’s third-lap time of 31min 3sec? We all felt sorry for Lorenzetti, who had come so far to meet such an untimely retirement. But Manx frequenters know that it is the habit of the Manx gods to exact at least one such victim for each race, and this year the lot fell upon Lorenzetti. After all, if seven very fast machines of a single make are entered for one small race, it is only logical that such trouble as may be going should stop at least one of the seven. No single incident on the fourth and last lap could be regarded as exceptionally exciting. If there was a thrill, it consisted of the really plucky effort of Haas to run down Anderson’s Guzzi. For approximately 113 miles he had been tortured by the vision of Anderson’s leather-clad rump, poised above the stern of a vermilion machine, travelling just a wee bit faster than he could handle his own NSU. Haas started Lap 3 precisely 26sec astern of Fergus. Knowing that Fergus is the last man to slow down and whisper ‘After you, Cecil!’ he resolved to cover the entire lap on full throttle, win or die. Unfortunately for him, Fergus was accurately signalled, was unflurried and able, occasionally, to glance backward. The NSU eventually screeched home 17sec behind. Wünsche’s third on the DKW will help to console him a little for the temporary loss of his mates, Kluge and Felgenheier, to whom we all wish

speedy and complete recovery. Wheeler and Willis will be more than satisfied with fourth and fifth in such company. The six ‘silvers’ are all good men, and the seven ‘bronzes’ should be in the silver class next year.” RESULTS: 1, Fergus Anderson (Moto Guzzi), 84.73mph; 2, Werner Haas (NSU); 3, Siegfried Wünsche (DKW); 4, Arthur Wheeler (Moto Guzzi); 5, S Willis (Velocette); 6, Tommy L Wood (Moto Guzzi); 7, Ray JA Petty (Norton); 8, AW Jones (M&F Excelsior); 9, Bill Webster (Velocette); 10, Reg E Geeson (REG). grandstand that ‘No 61 is trailing his left foot!’ Just that, and no more. Frantic efforts were made to extort additional information. None came. At last, another marshal said that Amm seemed just as fast and sure as usual, and that he hadn’t noticed the trailing foot. However, the trailing foot was confirmed. Amm had spilled on the same bend as Willoughby, and wiped off a footrest. Anxiously we watched his clock. Yes, he was certainly going as well as ever! Then came another announcement. Armstrong had struck chain trouble near Ramsey! Anything now seemed possible—even probable. Perhaps there might even be an AJS win by Coleman, whose luck in the Junior had been vile. But all these excursions and alarms ultimately petered out. Armstrong restarted after replacing his chain again—in what agony of spirits no one will ever know. He came in 5min 5sec ahead of Amm on uncorrected time. What was his lap time after that hurried by-play with a filthy chain at Ramsey Only 24min 19.8sec! Only half a minute longer than his sixth lap! It was barely credible! But it was not good enough to beat Brett, who lapped in 23min 46.8sec to head Armstrong by 13sec! However, Amm now had to finish in under 6min 50sec to win. No one knew how far his spill was hampering him. It looked as if he had just enough time. He was signalled in due succession from the Bungalow, from Kate’s Cottage, from the Craig; and when he had three minutes of start allowance left at Hillberry, the crowds felt that it was all over bar shouting. Amm won, deservedly after a brilliant ride, by 12sec from Brett, and with a 25sec advantage over Armstrong!” RESULTS: 1, Ray Amm (Norton), 93.85mph; 2, Jack Brett (Norton); 3, HR Armstrong (Gilera); 4, Rod Coleman (AJS); 5, Bill Doran (AJS); 6, PA Davey (Norton); 7, 0EJ Frend (Norton); 8, Robin H Sherry (AJS); 9, HA Pearce (Matchless); 10, John Grace (Norton); 11, LC Boulter (Norton); 12, FA Norris (FAN Norton Special).INTERNATIONAL ULTRA-LIGHTWEIGHT TT “The International Lightweight 125cc Race provided the brilliant RL Graham with his first Isle of Man TT victory. Riding his MV Agusta impeccably, he led throughout and established new lap and race records. The dashing young German rider, Werner Haas, split what threatened to be an MV Agusta monopoly by bringing his

NSU into second place, two seconds ahead of last year’s winner, CC Sandford, after a fierce struggle throughout the race. With three finishers in the first four places, MV Agusta secured the Manufacturers’ Team Prize. After being postponed on Wednesday because of a heavy mist on Snaefell, the race was run last Thursday morning in perfect weather. The Island circuit basked in bright summer sunshine and a fresh north-west breeze tempered the heat; there would be no trouble from melting tar today. Eleven non-starters reduced the field to 22. Of these, the riding number 68 was carried by F Passmore (EMC-Puch) in lieu of young John Surtees, who had crashed in practice and injured a wrist. AE Moule was riding an Earles-frame FB Mondial instead of an MV Agusta. Poor Motile started at a great disadvantage—his clutch was out of order. At the fall of the flag at 9.45am W Haas streaked into the lead on his NSU, closely followed by Carlo Ubbiali (MV Agusta). The screaming pack was close on their heels and F Purslow’s MV Agusta brought up the rear of the procession. LJBR French found his Sulby-EMC in recalcitrant mood and, after three plug changes, he spluttered away eight minutes behind the field. At Quarter Bridge Haas still led, but he was being threatened by Graham who had thus

early overtaken Ubbiali. At Union Mills Graham had established himself in first position ahead of Ubbiali, Haas and Sandford, who were in second, third and fourth positions respectively. As the screaming file of machines sped through Ballacraine, Glen Helen, Kirkmichael and Ballaugh, their order remained. Announcements of trouble came early. H Clark (MV Agusta) stopped at Quarter Bridge and spent a minute and a half changing a plug. DE Bell was reported as havingseized the engine of his EMC-Puch at Crosby. At Sulby, meanwhile, Graham’s lead over Ubbiali had grown to approximately 150 yards. The stern Haas-Sandford duel had begun in earnest, positions had switched, and the Englishman now had the advantage. Then Ramsey announced that Sandford had moved up to second position ahead of Ubbiali, when he passed through the town on his way up to the Mountain climb. Already the leading five riders had drawn well away from the remainder of the field. The gruelling Mountain ascent represents a severe test for diminutive engines. Ubbiali was again in second place at the Gooseneck, and had cut Graham’s lead to 50 yards. At the end of the Mountain Mile, the Italian was reported to be within five yards of the leader. But such close riding was not in

accordance with Graham’s plans. He promptly drew ahead and swept past the Bungalow with a six-seconds advantage. A message from Birkin’s Bend announced that RH Dale, riding one of the three FB Mondial machines, had retired with a sulky engine. LJBR French was another to lose interest in the proceedings, when the engine of his Sulby-EMC seized at Union Mills. At Cronk-ny-Mona, within two miles of the end of Lap 1, Sandford and Ubbiali were still in close company, some 150 yards astern of Graham. Haas, in turn, was a similar distance behind the third man. But as the leaders completed their first circuits, Ubbiali had dropped to fourth place, two seconds behind Haas. There was an excited babble of conversation when the lap times were hoisted, and it was seen that the first four men had broken last year’s lap record—and this from a standing start! Graham’s time was 29min 7sec, a speed of 77.77mph Copeta (MV Agusta) was in fifth place, and more than two and a half minutes elapsed before the sixth man, F Purslow (MV Agusta), passed through. Seventh was A Jones on yet another MV Agusta. In eighth, ninth and tenth places, AE Moule (FB Mondial), WMWebster (MV Agusta) and AA Fenn (FB Mondial) were enjoying a spirited tussle and were separated by only three seconds. Some four minutes behind them, H Clark (MV Agusta) retired at the pits after having made a further stop at Governor’s Bridge with plug trouble. Little change took place in the fortunes of the leaders as they proceeded on their second laps. From Kirkmichael onward Graham began to increase his lead. At Kirkmichael he led by 14 seconds, at Ramsey by 24 seconds. Kirkmichael reported Haas and Ubbiali in close company and at Ramsey the young German rider had drawn ahead. He was, however, 14 seconds behind Sandford and he seemed to have little chance of splitting the leading Agustas. Another EMC-Puch went out with engine trouble when F Passmore retired at Ballig Bridge. Haas’s

NSU appeared to be favourably geared for the Mountain climb for, while Graham had stretched his lead to 31 seconds by the East Mountain Box, the German had closed to within nine seconds of Sandford’s MV. At the Bungalow, Haas had gained five more precious seconds. On the giant scoreboards facing the pits the pointer of Les Graham’s clock moved with chronometric precision. Soon Graham was signalled at Craig-ny-Baa. The red light indicated his arrival at Governor’s Bridge and then he hurtled through the start, flat on the tank and changing up into top gear at the far end of the pits. Sandford completed his second lap 38 seconds later; Haas had lost time on the Mountain descent and was 12 seconds in Sandford’s rear. No one was surprised to learn that Graham’s second lap constituted yet another 125ccrecord. His time was 28min 57sec, representing a speed of 78.21mph. Copeta had by then displaced Ubbiali in fourth position and, at the end of his second lap, Ubbiali pulled into the pits with his engine spluttering in unhealthy fashion. He retired, since a defective ohc oil feed had smothered the rear of his machine in oil. The leaders were now well into their last laps. An announcement from the Highlander stated that the gaps between the first three men were 40sec and 50sec respectively. From then onward Haas steadily whittled down Sandford’s advantage. Twelve seconds at Ballacraine, it was reduced to 8sec at Glen Helen. At Kirkmichael the two were riding together. Sandford pulled ahead at Ballaugh, but Haas had caught him at Sulby and had overtaken on the approach into Ramsey. Up the arduous Mountain climb the ‘towing act’ continued, with Sandford slipstreaming the brilliant Haas wherever possible. Meanwhile Graham, with a substantial lead, seemed to be easing slightly and to be certain of victory. Haas’s second place, however, was by no

means secure, for Sandford led him again by a small margin at the Bungalow! Shortly, to well-earned cheers, Graham received the chequered flag for his first TT win. Haas had now regained a slender lead over Sandford and took second place by no more than 60 yards—his second place in two days and a highly creditable performance. Misfortune befell AE Moule at Appledene when his frame broke. In order to avoid ramming the wall he cast himself from his machine and damaged his shoulder in the fall that followed. Having run out of fuel at Cronk-ny-Mona, F Purslow pushed in the remaining 1½ miles.” RESULTS: 1, R Les Graham (MV Agusta) (77.79mph); 2, Werner Haas (NSU); 3, Cecil Sandford (MV Agusta); 4, AA Copeta (MV Agusta); 5, AW Jones (MV Agusta); 6, Bill Webster (MV Agusta); 7, AA Fenn (Mondial); 8, WN Webb (MV Agusta); 9, JA Thomson (MV Agusta); 10, Fron Purslow (MV Agusta). SENIOR CLUBMAN’S TT “THE GOOD WEATHER experienced for the Lightweight 125cc Race last Thursday morning continued in the afternoon for the

Clubman’s Senior Race. The sun still beamed from a bright blue sky; the wind had freshened a little and the flags of the nations, flying from the grandstand, were lively in the breeze. The huge crowds thronging the circuit numbered among them many friends and fellow-clubmen of the riders, all ready and eager to cheer on the representatives of their clubs. The majority took advantage of the lull before the start to relax in the warm sunshine and enjoy their sandwich lunches. Like the 125cc International event, the Clubman’s Senior Race had been postponed from the previous day, and it was reduced from four to three laps in order to allow time for the weighing-in for the International Senior Race machines that same afternoon and evening. Because of the poor weather of the previous week, practice had been distinctly discouraging. Lap speeds had been low as a result and none had approached the fastest lap recorded in last year’s race by BJ Hargreaves (Triumph) in 27min 16sec (83.05mph), much less the official lap record set up by Geoff Duke on a Norton in the 1949 event with a lap in 27min 03sec (83.70mph). Fastest practice lap had been achieved by WE Dow (BSA), Castle (Colchester) Club, in 27min 55sec (81.11mph.). Another contender for top honours was RD Keeler (Norton), of the Ruislip Club, who has earned himself an outstanding reputation in short-circuit racing. Of the 58 starters, 37 finished the race. Their mounts comprised production AJS, Ariel, BSA, Matchless, Norton and Triumph models, with Norton in the majority with no fewer than 29 machines. At 1130am the klaxons blared, signalling riders to collect their mounts. An appeal was broadcast for the loan of a pair of goggles for ST Seston (Norton), of the Birmingham Club, and someone quickly obliged. Came the double crack of the maroons and, at 12.30pm precisely, the first trio of riders were dispatched

—the remainder following in threes at 30-second intervals. With only one or two exceptions, machines responded immediately. Junior winner, DT Powell (Triumph), of the Ringwood Club, went off as though he was again out for blood. After coming from New Zealand to ride, GR Dunlop (Norton) Tenterden Club, was unlucky to come off at Quarter Bridge; he was forced to retire, though, fortunately, he was unhurt. The first man through at both Ramsey and Crook-ny-Mona was WA Holmes (Norton), Southern Club. Holmes was first to complete a lap, recording a time of 27min 39sec; but the fastest initial lap was by Keeler, who circled in 27min 07sec (83.50mph), which was only 4sec outside Duke’s long-standing lap record—and this from a standing start! Seven seconds behind Keeler, EB Crooks (Norton), Peveril Club, was well established in second place, though he could not relax. Dow was a mere 11 seconds astern of him. On the second lap, Keeler was somewhere in the vicinity of the Mountain Box as Crooks pulled out of Ramsey to begin the long climb

up the Mountain. Two tiny figures, crouching low over their machines, much too far apart to be able to judge the other’s speed, the pair kept the crowds on tiptoe on every popular pitch. Fourth was Powell and fifth Holmes. WR Oldfield (Triumph), Macclesfield Club, and H Plews (Norton), Wakefield Club, were tying for sixth place. The seven leaders were lapping within a minute of each other on corrected time. Pegging away in eighth, ninth and tenth places respectively were A King (Norton), Mercury (Glasgow) Club, D Andrews (Matchless), Horsforth Club, and R Ellis (Norton), Sheffield North End. Club. Keeler hurtled through well down to it to complete his second lap. He had circled fast enough to create a new lap record in 26min 48sec. It seemed that nothing could possibly rob him of a win. It was certain that no one could match his style and speed. But Dow was not to be outdone. He also lapped inside record time, with a lap in 26min 51sec, and was only 3sec slower than Keeler. His spurt carried him into second place, only 21sec behind the leader. Astern of Crooks, who was now third, a Norton-Triumph duel went on between Holmes and Powell who were actually dead-heating for fourth place. A King (Norton) had moved up into sixth place, Plews was now seventh, Oldfield eighth and Andrews ninth. With a lap in 28min 02sec, RE Jerrard (Norton), Southampton Club, had hoisted himself from the middle of the field into 10th place. The speed began to tell and there was news of several retirements. LR King (Triumph), Worcester Club, and J Bottomley (Norton), Moccasin Club, had collided on the first lap. Both riders were

uninjured but Bottomley was forced to retire. It was announced that quite a number of retirements had been caused through riders falling off but in each and every case injuries were stated to be no more than slight. Keeler’s indicator on the scoreboard clicked steadily on. Dow, in second place, was not far behind him on the road, but it seemed unlikely that Dow could catch him or make up his 21 seconds deficiency in the one remaining lap. Anxiously their progress was followed as their indicators moved. There was a gasp of sympathy when it was announced that Dow had overdone things going through Laurel Bank and had had to retire. Keeler, who had not finished in the Junior Clubman’s Race, rode on in impeccable style. When he crossed the line to a burst of applause his time for the final lap was 26min 48.4sec, only two-fifths of a second slower than on his previous lap time, displaying creditable consistency. He won by well over a minute from Crooks—who merits praise for a well-judged race. The Holmes-Powell scrap continued on the final lap. Holmes on the Norton managed to beat the Triumph rider into third place—but only by 3.6 seconds! A. King, H Plews and WR Oldfield maintained their Lap 2 order to fill fifth, sixth and seventh places respectively. The Centre Team Prize was won by the Yorkshire Centre team comprising Plews, R Ellis and D Andrews.” RESULTS: 1, Bob Keeler (Norton), 84.14; 2, Eddie Crooks (Norton); 3, Alan Holmes (Norton); 4, Derek T Powell (Triumph); 5, Alistair King (Norton); 6, Harry Plews (Norton); 7, WR Oldfield (Triumph); 8, R Ellis (Norton); 9, GW Shekell (Norton); 10, ST Seston (Norton).

“THE NEWS OF THE DEATH of Les Graham during the Senior TT was received with profound dismay throughout the Island and came as a deep shock to the followers of road racing in all parts of the world. Graham was exceptionally popular, not only because of his engaging character, but also because he had battled for so many years against uncommonly bad fortune. In the early 1930s he was determined to race, yet, like so many other famous riders, his slender resources did not permit anything beyond an occasional entry at grass-track and short-circuit meetings. It was not until 1936, when he rode in the Ulster Grand Prix, that his name figured in the list of an international meeting. At the end of 1937 he joined OK Supremes, as a rider and to supervise the building of the ohc production and racing models. Hence his first appearance in the Island was in the 1938 Lightweight Race, in which he was placed 12th. In 1939 he appeared on a CTS in the Lightweight event, but retired with gear-box trouble during the sixth lap. As a bomber pilot during the war Graham rose to the rank of Flight Lieutenant and was awarded the Distinguished Flying Cross. He was demobilised with an even greater urge than before to take part in racing and he joined AJSs as one of their official team of riders. Ill luck dogged him repeatedly and, although in 1949 he became World’s Champion in the 500cc class, a Senior TT win—the ultimate of his aims—eluded him. The dramatic moment of the 1949 race will readily be recalled. He was comfortably leading on the last lap until Hilberry when he had to stop owing to a fractured magneto armature spindle; he pushed his machine home and was placed 10th. He was cheered every yard of that arduous two miles. In the 1950 Senior he finished fourth. The following year he appeared on Italian MV Agusta machines, which were being developed but were freely admitted as not sufficiently mature for classic races. In that year and in 1952 he worked diligently with MV technicians in bringing the machines up to 1953 standards, when they were considered potential world-beaters. He was second in last year’s Senior Race. Robert Leslie Graham was born in Wallasey, Cheshire, and was 43 years of age. His happy enthusiasm will he sadly missed.”

“THE LUSTRE OF last week’s series of Tourist Trophy Races was dimmed by four fatalities which included RL Graham, one of the finest riders in the world. The seriousness of the loss of life is faced squarely by those with the future of racing at heart; they do not need to pay attention to the unhappy and unbalanced references in some national newspapers to appreciate the gravity of the occasion. As with other manly sports, racing is inseparable from an element of danger. The only way to remove the risk is to stop racing. On the basis of this logic, no effort should have been made to climb Mount Everest, no pilot should be permitted to test the latest, high-speed aircraft, never again should a polar expedition be allowed to take place, any future venture on Kon-Tiki lines should be prevented. In fact, unless risks are down to the level of those unavoidable in the course of unexceptional activities, man should ignore the persistent inclination to match his skill in a chosen sphere against others, should spurn the stirrings of his courage and the beckoning of adventure. Obviously this line of logic is untenable, and would breed national decline. The sad deaths that occurred last week are deeply mourned and serve to emphasise the hazards of racing. So long as all practicable steps are taken to remove unnecessary risks, and to lessen the misfortunes devolving on dependants, the sponsors of racing will have the support of all thinking people. Records were established in every event, and the jump in race average speeds was remarkable. No multi-cylinder machine achieved a first place in the International classes; this in spite of a more ominous challenge than ever before from teams of Italian four-cylinder models. In particular, the result of the International Senior Race justifies confidence in the continued supremacy of the single, though it will not pass unnoticed that the fours were by no means outclassed. Very close struggles are promised in the Continental classic races to follow in the next three months. As in last year’s series of races, visitors from the Commonwealth rode magnificently. Southern Rhodesia will be proud that her representative has joined the ranks of the select few to have scored wins in Junior and Senior events in the same year. An Australian was second in the Junior Race. Other Commonwealth men secured replicas, and many of those who retired for one reason or another were well placed before they were forced to stop. German riders and machines, making their first appearance in the Isle of Man since 1939, achieved notable placings; the seconds gained in the Lightweight 250 and 125cc events are a singular credit to a young rider unfamiliar with the course, and to the manufacturer of his machines. Throughout the week ACU organisation appeared to work smoothly, in spite of its being taxed severely by the race postponements caused by the adverse weather on the Wednesday. Few detail criticisms arose, though it would be appropriate for the ACU once again to review the enforcement of the duties carried out by the scrutineers and competitors’ marshals. The duties are onerous, which makes it the more necessary for rulings to be applied with tact. On the occasion when Continental riders were warned about unsuitable boots, the altercation which followed was embarrassing to Britishers with a sense of the courtesies which should be extended to visitors.”

“A TELEGRAM WAS received by the ACU last week from Auto-Unions, Germany. It expressed the sincere thanks of the company for the kind attention which had been received by the DKW riders in the Island.”

“APROPOS NOTHING IN PARTICULAR, I mused that an engine twice the size of a 250 means a lap speed of about 12mph faster. Ray Amm’s record lap in the Senior Race when trying as hard as possible, and maybe getting a ‘tow’ from Geoff Duke, was 97.41mph. Fergus Anderson’s record was at 85.52mph. Of course, my reverie should have been teeming with all manner of thoughts. During a winter and spring, when it had been asserted with complete conviction that the 500cc single must give way to the multi in classic racing, Joe Craig had carried on with his painstaking development and had now ‘done it again’. The weather over Snaefell was near-perfect last Friday evening. The Senior Norton roared along the Mile in its impeccable fashion. The gears were changed from first to second and second to third at 6,300rpm. Third to top at 6,600, and then I had to roll back the grip as I approached a couple of solos on their way to Ramsey. We loped along to the Guthrie Memorial, turned, and headed back in the right direction of the course. Through the Cutting in second, into third with the revs mounting and, rather beyond half-way along the Mile, into top at about 6,500rpm, which is 200rpm ‘earlier’ than need be. I was quite content to see the needle at 6,500 in top and then pin the Norton down with its

superb brakes in readiness for the right-hand bend just before the Mountain Box. After all, maximum revs—7,250—in the 4.13 to 1 top represents 130mph… Frame, fork and suspensions are identical with those of the 1952 model. Yet on my runs along the Mile I had been impressed by an absence of light rear-wheel hammer—a characteristic remarked on when riding Geoff Duke’s 1952 winner. After two minutes with Joe following my gallop, the query was settled. I had overlooked the fact that last year a 4.00x16in rear tyre was employed, whereas Amm’s machine had a 3.50x19in tyre. The larger diameter makes just that difference and I had become aware of it. Other improvements would not be apparent to anyone riding the Norton from Douglas to the Mountain, and along the Mile a few times. Bhp is up and, at 52, tops the famous ‘100hp per litre’ level on petrol-benzole of pre-war years. As compared with earlier engines, the 1953 unit is capable of sustaining its power over longer periods. More potent than any previous engine, the 1953 Norton shows its biggest step forward in rugged reliability. On this peg are hung Norton hopes of beating the multis in the classic races to come these next few months. But, I guess, the singles will not be far off the mark on speed. The same remark might also be made in reference to 250cc racing. Multis are beginning to show race-winning tendencies, but they do not yet predominate. The dohc Moto-Guzzi grows better, apparently, race by race, and it was with keen anticipation that I arranged to ride Fergus Anderson’s winning mount after the Lightweight 250cc event. ‘It’s easier to ride than last year’s model. The new tank layout brings the fuel weight lower, and the power range is wider.’ Those are the words Fergus used when he handed the model over to me. The latest machine has the 4½-gallon light-alloy tank

mounted below the large-diameter frame top tube (which forms the oil container) and the outlet is at a lower level than the float chamber. Hence a mechanical fuel pump is employed to keep the carburettor supplied. As would be expected, the bringing down of the fuel weight level means the Moto-Guzzi is more handleable—can be banked more easily to either side—and feels lighter than its predecessors. In figures, the wider power range means 5,000 to 9,000rpm for this year’s dohc engine as against 5,000 to 8,300 for the earlier single-ohc rocker engine. The double camshaft unit gives more power throughout the range; some idea of its capabilities can be gathered from the fact that Fergus says his speed was usually about 115mph towards the end of the Sulby Straight. The engine had been reassembled after the post-race examination; when I arrived at the Guzzi stable detail points were being checked over. Fergus loped a few paces, bumped on the seat and the engine was immediately spluttering its warming-up 2,000 to 3,000rpm. As I took over Fergus yelled: ‘It’s yours for five minutes.’ ‘Be back in an hour,’ I sang over my shoulder as the clutch began to bite. As the Guzzi cruised along, off the megaphone in second and third gears, from Signpost Comet towards Craig-ny-Baa, I looked anxiously towards Snaefell. The low-level clouds which had caused the postponement of the Lightweight 125cc and Senior Clubman’s Races were still doing their dirty work. From just above Windy Corner the scudding mist reduced visibility to about 50 yards and chilled the body. Occasionally any speed above 40mph was foolhardy, even allowing for the remarkable stopping power of the Guzzi brakes. Obviously the usual high-speed work along the Mountain Mile was out of the question. I turned the Moto-Guzzi in the sunshine of the Gooseneck-Guthrie Memorial area and headed back into the uninviting mist. There was only one alternative; try the handling on the swerves of Windy Corner and below, and reserve the speed work for the Kate’s Cottage-Craig-ny-Baa section. The light-alloy shroud over the frame top tube is padded and contoured to fit the rider so that be can press himself ‘into’ the machine. Fergus is over 6ft tall and I am a mere 5ft 9in, yet I have never felt so much a part of a racing machine as I did on that 250. My chest and chin rested on sponge rubber; my rump was pressed against the raised end of the seat; my elbows nestled in the elongated cups of the shroud; my knees were braced but a few inches apart into respective niches. The last feature seems the crux of the explanation for the sensation of ‘oneness’. Whether accelerating, braking or swinging bends, the knee-hold forms the anchor of the rider to the machine. This year’s model steers to a hair’s breadth, irons out the bumps even when canted over, never yaws or pitches and, indeed, feels so stable that it encourages the rider to take liberties. One needs to remember that, despite the wonderful non-skid properties of the Isle of Man roads and racing tyres, there are limits of

tyre adhesion. A signaller at Kate’s cottage waves the OK. I snick into fourth gear just after the bend. The wonderfully steady needle of the Smith’s magnetic rev-meter shows 8,000 and is climbing. Comes the singular Guzzi lurch forward as I flick the pedal for top; on this downhill section there appears to be only a 200rpm drop in revs. Speed is over 100mph, yet the sensation of speed is no more than experienced at about 70mph on a roadster—until one realises that the Craig-ny-Baa Hotel is coming into focus with remarkable clarity. Hands and feet get busy with brakes and gear changes. We round the Craig at about 10mph and, judging by the expressions on their faces, disappoint the few spectators at the Hotel. Perhaps they had thought the approaching projectile could not be pacified with such ease and in so short a distance? ‘Good?’ asked the smiling Moto-Guzzi mechanics as I handed back the little jewel. We exchanged the thumbs-up sign. ‘Good’ seemed to me to be the right word—a simple, short word that meant more in the limited English-Italian vocabulary possible at that moment than all the incomprehensible superlatives.”—HWL “NO ENTHUSIAST COULD fail to be delighted at the prospect of a full-bore run on the 349cc factory Norton which Ray Amm rode so dashingly to victory in the International Junior Race. When the opportunity came my way it held an added interest. For in the same race it had been my good fortune to bring home the first standard 348cc Manx Norton. The chance to draw a comparison between the production Model 40M and the factory up-to-date special intrigued me greatly. And, good as the production racer undoubtedly is, it cannot compare with Ray Amm’s mount. When, early on the morning after race day, I collected Amm’s 350 from the Norton depot and pobbled it up to a deserted stretch of the Mountain road, I was immediately impressed by three features: the excellence of the riding position, the comparative quietness of the exhaust note and the high degree of engine tractability. On part throttle, the engine would accelerate cleanly and smoothly from tickover to maximum rpm without a trace of megaphonitis. On full throttle, the normal working condition of such an engine, there was some degree of ‘trumpeting’ around 5,000rpm. Normal racing use of clutch and gear box, however, would overcome inconvenience from such a period, comparatively low in the engine’s speed range. The reverse-cone exhaust system and novel carburation gave much better tractability than usual with the standard racer to which I was accustomed. The riding position was superb—compact, but not so much so that it would cause cramp in a rider’s legs. Amm’s stature is not much different from my own and his forward setting of the backrest-seat was very much to my liking. The high tank top fits one’s body snugly and handlebar, footrests and flyscreen are all

ideally positioned. Of the controls, only the gear pedal fell slightly short of perfect positioning for me. Amm agreed that he also found it a trifle high, but nothing to worry about; it is, of course, adjustable. Arriving at our rendezvous, Joe Craig suggested that my tests be brief in view of the open exhaust. I learned that peak torque (for upward gear changes) occurs at 7,200-7,300rpm while peak power is achieved at 7,700rpm. I am still uncertain as to whether Mr Craig was quoting conservative figures to avoid the possibility of my over-buzzing his power unit, for my spies tell me that the factory Norton riders were not unaccustomed to seeing 8,000rpm indicated. Suffice to say that 7,700rpm in top gear represents the best part of 120mph. I pushed off, and screamed away in bottom gear. The clutch was literally finger light, yet so positive in its engagement that at first I accidentally let the engine get off the megaphone. Once over 5,000rpm the revs mounted with an almost alarming surge. Throughout its speed range, the engine possessed the uncanny degree of smoothness such as I have experienced only on factory racing machines. I was impressed, too, by the steady and smooth movement of the indicator needle of the magnetic rev-meter. At 7,300rpm I made the upward gear changes. The change was perfect and however rapidly the pedal was dabbed it was impossible to fling through a gear as I have been able to do with some standard boxes. Quite soon, in top gear, the magic 7,700rpm was reached and I was convinced that on closed roads it would not have been difficult to trespass into the 8,000rpm range. The Norton’s decelerative powers were phenomenal. The twin-leading-shoe front brake required only light pressure on the lever; the tyre squealed its protest but the machine maintained a dead-straight course. Rear brake leverage was so regulated as to give the maximum usable power without any tendency to lock the wheel. The Norton’s steering was light, positive and accurate; surface irregularities produced not the slightest tendency to wavering, whether the machine was heeled over or upright. Wheel suspension was far and away superior to any standard layout I have ever tried. Checked manually, both front and rear springing had an initially soft and ample movement with a progressive build-up and a strong rebound check. On the road, they resulted in uncanny steadiness, leech-like road holding and an entire absence of pitching. The lateral rigidity of the welded-on rear sub-frame precluded any snaking on bumpy bends. A few years ago there was a tremendously wide gulf between pure racing machines and those designed for road work and clubman racing. The gulf remains today, but the development of the 348cc BSA Gold Star to its present pitch has narrowed it considerably. DT Powell, an erstwhile Dorset farmer and now a motor cycle salesman at Bob Foster’s Parkstone premises, provided proof of this when he brought his Gold Star home first in the Junior Clubman’s at an average speed of 80.17mph. Pulling a 5.05 to 1 top gear during the race, Powell was able to obtain 7,000rpm on level stretches of road. This represents approximately 105mph, a speed which I subsequently confirmed. When I rode the BSA two days later, there was a notable absence of external oil and the machine had not been cleaned since the event. The only attention to the BSA before my test was the replacement of the petrol tank, which had split during the race. The sole modification from standard noted was the use of an Amal Grand Prix carburettor in place of a TT type [that made me smile and I’m not sure why—Ed]. I started the engine several times by means of the kick-starter, a feat which could be easily accomplished on near-full advance, provided only a small throttle opening was used and care was taken not to over-flood the carburettor. Riding from Douglas to the Mountain I found the engine tractable and the exhaust reasonably quiet provided the rpm were kept below 4,000. Around this engine speed there was a fairly pronounced show of temperament, but as soon as the carburation had cleared the power came in with a surge, racing fashion: 7,000rpm is quoted as maximum permissible engine speed. Powell had his rev-meter so mounted that this figure was in the nine o’clock position. Consequently, when I was tucked well down, it was difficult to check this reading accurately. There

was clearly audible indication from the valves whenever the engine speed exceeded 7,000rpm so that only the most clueless would unwittingly over-rev the engine. I was impressed by the potency of the pushrod engine. From rev-meter readings, it appeared to be as fast as the racing machine I had used in the Junior International event. Possibly its acceleration may not have been so good, though this is rather difficult to judge. The handlebar position was high by pure racing machine standards, but the riding position was comfortable nevertheless. The 8in front brake was powerful, though it seemed to me to have a fractionally delayed action—possibly the result of a strenuous race. The new pivoted-fork rear springing worked well. A few bumps were apparent, but I have yet to meet the springing which absorbs all the Island’s surface irregularities. Front fork action was soft and comfortable. The most unusual machine I rode during my three weeks in the Island was the 249cc dohc parallel-twin NSU. The model I sampled was a sister of that which Werner Haas had ridden into second place in the International Lightweight TT. It was, in fact, a practice machine on which many laps had been covered with a minimum of attention; the actual race machines had been whisked out of the Island immediately after the race. The Renn-Max bristles with interesting features. Never before had I ridden a machine where the rpm indicator should be held on the 10,000 mark. No other motor cycle has ever given me such an impression of being something out of a science-fiction story. The sleek, streamlined fairing, fitting snugly round my arms and the machine’s handle-bar, and cutting off my view of the front wheel, gave me the sensation of occupying the small cockpit of a high-speed projectile which one ‘aimed’ rather than steered. Gear primary drive, coil ignition, a ‘spine’ frame and a bottom-link front fork are among the unusual features of the NSU. On the bench, the engine produces 31bhp at 10,400rpm. With IoM gearing, a maximum speed of between 115 and 120mph can be achieved. Bill Lomas has been intimately connected with the rapid development of the Renn-Max. When we met at the NSU garage he was full of enthusiasm for the novel twin. He warned me that the clutch and gear change of the practice model I was to ride were heavier in operation than those of the machine Haas rode in the race; that the fuel level of the left-hand carburettor was somewhat too high, and that I would have to use the ignition batteries

which had already completed the race. Bill opined that these last two factors might spoil my appreciation of the twin’s extraordinary tractability: the megaphones are some three feet in length, with a very shallow taper. Starting the engine was child’s play. Provided one remembered to switch on the ignition, it was sufficient to walk the machine in bottom gear and engage the clutch. The left-hand carburettor did, in fact, tend to misbehave at low rpm, but even so, megaphonitis was only slight, and that at around 4,000rpm. From this engine speed upward, the pitch of the exhaust note mounted a seemingly endless scale. At 9,000rpm. I selected second gear. The other two upward changes were made at 9,500-10,000rpm and, on the fast stretch before the bends at the 33rd milestone and again on the descent to Craig-ny-Baa, I obtained flash readings of 10,000rpm in top gear. Lomas mentioned this was nearly two miles a minute. I was enthralled with the model and made several runs. At all speeds the low, curved, Perspex windshield deflected the self-made gale clear of my head so that I rode in a pleasantly calm pocket of air. If the gear change and clutch of the other machines were superior to this, then they must be excellent indeed. Engine vibration was not entirely absent, and a slight, high-frequency tremor was perceptible at the footrests. Front and rear springing were really effective, unobtrusive and there was no pitching. Steering was excellent. though there was a slight tendency to snaking during harsh deceleration. Though of single-leading shoe pattern, the front brake was immensely powerful, and the bottom-link fork behaved perfectly under heavy braking. Rear-brake leverage was more than I was used to and I locked the wheel on the first application.” —VHW “IS IT A SUPERCHARGED TWIN, with the pumping cylinder camouflaged to look like a working cylinder? This somewhat daring question concerning the 350cc three-cylinder two-stroke DKW originated, I think, in Italy towards the end of last year. The DKW concern need not be dismayed at the opinion of their ethical standards implied by this rumour. They must, instead, accept it as a tribute to their design and development prowess, for it arose because the machine displayed a speed far in excess of that believed possible with unblown two-strokes. But rumour is ever a lying jade: the machines are certainly nothing but what they are claimed to be, with three, honest-to-goodness working cylinders. I rode one of them last week and was the first apart from Wünsche, Kluge, Felgenheier and Wolf (the designer), ever to do so. Our group foregathered on the Mountain at 6.30am on the day after the Junior Race. I had intended riding Wünsche’s machine, but since it had broken a gudgeon pin on race day, I arranged instead to try the model brought over for the unlucky Kluge. In several years’ experience involving many racing machines, I have never before become familiar with a strange racer so quickly and never, I believe, even with TT-winning 500s, have I experienced such tyre-stripping, violent push-in-the-back, front-wheel-lifting acceleration from nought into the 70s. Not only is there no megaphonitis, but there is no uneven firing at low rpm when the engine is pulling. The DKW starts more readily when cold than it does when hot, and there is no need to warm it up to ensure that the oil is on the job; moreover, full throttle can be used immediately. The only proviso is that before the engine is started, the adjusting screws controlling the gravity oil feeds to the cylinder bores are slackened by about half a turn. The trouble experienced with the machines in last year’s events was piston-ring breakage, and the additional oil feeds are

said to have worked a cure. No superlatives in the Wilson vocabulary are superlative enough to describe the ease of push-starting the DKW. The procedure was so novel that I played with the machine for some time, stopping and starting, to enjoy the experience. Two brisk steps forward with bottom gear engaged, and then the clutch could be dropped instantly. Flinging my leg over the saddle, I was aboard in a flash and, with the clutch home throughout, accelerating like something out of this world, the front wheel spending as much of its time off the road as on it! Several obvious factors contribute to the tendency of the front wheel to lift. The first is the colossal power of the three-cylinder two-stroke at low and medium rpm. The second is the very low weight of the model as a whole: scaling 160lb dry, it is probably lighter than the majority of racing 125s. The third is the riding position: the seat is low and far back, the footrests are well back also, and the handlebar is only a little above the bottom steering-head lug. It is not an easy matter to keep the necessary weight on the grips. Engine speed is built up with lightning rapidity. Peak rpm is 12,000, but the engine will run up to 13,000 with safety. No rpm indicator was fitted to my model, since the electric instruments used normally have a two- or three-lap life only and chronometric units are too severely hampered by their escapement mechanism to be able to keep pace with the engine. I was told to rev it till it whistled; then rev it some more until it just wouldn’t go faster. I was assured that I couldn’t do any damage. These were magnanimous words, so I did my worst, screaming the engine till I was certain it must disintegrate, braking hard, then snapping the throttle from the closed position back to its stop coming out of the curves. Throughout the range there was absolutely no vibration, and the transmission was so smooth as to be quite unobtrusive. The gear change was on a par with the best possible; light, instantaneous, utterly positive no matter how rapidly the controls were operated. (Yet the gear box is no bigger than the magneto!) The brakes were enormously powerful, but just a shade fierce, I felt, for such a lightweight, and I gather that Wolf is looking for even more power from them in future. On the swerves, with the Dekavee, I was reminded of the moment of my arrival for practice at Solitude last year. Kluge and Wünsche passed on a fast second-gear curve, and I felt that what I was watching was just not possible. There appeared to be no limit to which the DKW could be heeled over. There was no drifting, no chopping, no snaking or yawing. Both suspensions are powerfully damped and the wheels followed every irregularity in the road’s surface. Slow and medium-slow corners were negotiated with the clutch home and, of course, the additional concentration of keeping an engine on the megaphone was not required. What maximum speed or rpm I achieved on the Mountain Mile I have no idea. That the machine was terrifically fast there is no doubt, yet it was not giving of its best in my hands because it had been jetted for a cold day and on this occasion, early as it was, the temperature was already high. Plug readings and the exhaust confirmed that the mixture was rich. We went down a size on all three carburettor jets and fitted new plugs, but the mixture strength remained rich. Even so, maximum speed was high enough to push the flesh back on my cheek bones till I felt it would tear, and to cause me to pant with exertion and excitement when i was finished with the machine. That the DKW will be a serious threat to British 350cc supremacy in the Continental classic road races is a stimulating certainty.”—GW

The Blue ‘Un filled a couple of pages with tittle tattle from the Island; here’s a selection.

“MACHINES TO BE SEEN in the Island ranged from very new to very old. One of the oldest was a 1921 Model H Matchless sidecar outfit which had been brought over from Liverpool◊◊◊At the weigh-in for the International Junior on Saturday afternoon, no fewer than three previous TT winners were to be seen, all of whom were Irish. They were Artie Bell, Stanley Woods and Cromie McCandless◊◊◊That hardy bi-perennial, the film No Limit was once again being shown in Douglas. The title would seem to apply equally well both to George Formby’s performance on the Rainbow racer and to the number of years that the film can go on being screened◊◊◊An innovation this year was incidental music by the Ferodo works’ band in the enclosure behind the Grandstand. The music was much preferred to the usual melodies that, in past years, have been broadcast over the public-address system◊◊◊Next year any rider who, in the practising period, seeks to chalk up a remarkable lap time by omitting the Ramsey side of the 37¾-mile course may find that he has to pay

£5 to the ACU Benevolent Fund. The timekeepers are not amused by attempts to hoodwink them◊◊◊Few welders practising are better craftsmen than Ted Frend. Consequently, when Moto-Guzzis were having trouble with tanks splitting in practice, Frend was consulted by Fergus Anderson. After inspecting the tanks, Frend felt that the trouble was due to the sides flexing, and he strengthened them accordingly. The race results tell the rest of the story◊◊◊The difficulty in handling the extremely powerful, smooth-torque, four-cylinder 500s lies in the ease with which wheelspin develops. The call is for much greater traction from their single rear tyres. There is little doubt that more can be achieved in this direction, but there are problems of heat generation and wear. It may well be that a range of racing rear tyres will be introduced, the tyre selected for any given event depending on the length of the course, the speeds likely to be achieved and the nature of the road surface. Once again, it is the tyre makers’ turn to be put on the spot◊◊◊Market research experts will be interested to learn of a new outlet for stick-on soles—several riders found the soles make excellent knee-grips on petrol tanks◊◊◊Ken Mudford from Australia rode in the Junior Race with several days’ growth on his chin. His face was too tender to be shaved after his Ramsey spill in practice, his lips were still split and swollen,

and he spent a great period of the race with a loose goggle head-band and a zip on the sleeve of his leathers that kept slipping. In spite of these distractions and tribulations, Mudford was the second private owner home◊◊◊During the 125cc race, a spectator was heard to remark that the engine note of one competitor’s machine failed to rise in the usual manner each time he descended Bray Hill. ‘The engine is fitted with a governor,’ remarked his friend. ‘Really, what sort?’ ‘The man in the saddle,’ was the cynical reply◊◊◊Sunny weather graced Douglas during race week. Each morning, shirt sleeves and light cotton dresses proved that holiday makers were confident of the day continuing fine. Not so the motor cyclists. Their closely buttoned competition suits and coats, securely plugged by lengthy scarves (at the other extremity, waders were not unusual), evinced a traditional faith in the imminence of rain, gales and foul weather of all degrees◊◊◊Last rider to weigh in for the Senior was staff-man Vic Willoughby, who had found that, whereas he who runs may read, he also had to write [and that’s why Vic is one of my few heroes!—Ed]◊◊◊The autograph craze appeared to have bitten Jack Brett, who was observed at the Senior weigh-in seriously (?) requesting signatures from other well-known riders◊◊◊Only machine with a built-in bar was KRE Prince’s AJS. Taking a leaf from cyclists’ books, he had fitted a small lime-juice container on his front fork, with a pipe leading to the tank top◊◊◊All will wish to salute SA Sorensen, who was competing in the Island for the last time after having taken part in over 20 TT Races. The popular, diminutive Scandinavian rider first rode in the Island in 1935 when he was already 32 years old. His name has usually appeared in print followed by the word Excelsior, in brackets, but he has also ridden Nortons. Few are aware that Sorensen is an

expert in all branches of the sport, speedway included, and that he was winner of the Senior Swedish Grand Prix in 1951◊◊◊Built for experiment and first tested at Monza on May 7—third place at 89.41mph in the Junior TT on June 8: that is the story of the ‘one off’ 320cc Moto-Guzzi ridden by Anderson◊◊◊Almost immediately the 250cc Lightweight Race was over the Moto-Guzzi equipe started to pack their tools and head for Italy. Much testing awaited them for, after the magnificent performance of the 320 in the Junior, it was decided to build a Pukka 350 (the 320cc model is a bored out 250) and to have it ready for the Dutch Grand Prix on June 27◊◊◊For the first time for many years, Wooler motor cycles were to be seen, in the Island. Two prototypes of the; latest fiat-four design were centres of attraction wherever they were parked◊◊◊Some of those responsible for motor cycle design question whether the time has come for swinging-arm front forks; they grant that such designs have merit but suggest that the telescopic front fork leaves considerable room for improvement—lighter springs, with all the shock absorbed by the hydraulic dampers, fluids which ensure that the characteristics remain constant◊◊◊As is known, quick fuel-tank detachability is one of the features of the new AMC production racers. One rider was heard to suggest that it might be quicker to change fuel tanks than to refuel in the conventional manner◊◊◊It was found relatively easy to distinguish pukka racing men from non-racers when they were riding roadster machines in Douglas, The racing men invariably adopted a normal, upright riding posture, whereas many non-racers were apparently afflicted with some deformity which compelled them to sit on the rear extremity of

their dual-seats, in obvious discomfort◊◊◊In Geoff Duke’s pit for the Senior Race was a spare rear wheel complete with 4.00x17in tyre. The intention was that at his pit stop the rear tyre would be examined and, if found to show appreciable signs of wear, the wheel would be changed. With the Gilera QD arrangement, the replacement can be effected in 15 seconds. As Geoff retired before his pit stop, there was no chance for spectators to watch the mechanic in action!◊◊◊There was no truth in the rumour that local ice cream manufacturers were about to introduce reverse cones for an extra 1d a time◊◊◊For the start of Friday’s Senior Race, boy scouts carrying flags of all the nations represented by competitors lined the starting grid. Included among the flags was the Stars and Stripes—for Nick Nicholson, of course◊◊◊If the present trend toward humped petrol tanks and low handlebars is developed much more, aspiring TT winners will need powerful arm and shoulder muscles. Steering by an extension of the front wheel spindle is likely to prove tiring work◊◊◊Geoff Duke tried out the 250cc. racing NSU last week and would have started in the Lightweight Race had the regulations permitted. Arrangements for him to ride NSU machines in future classic events are being made, but have not been finalised◊◊◊Vic Willoughby explained the very simple reason that lies behind the head-up stance characteristic of be-spectacled riders. The top wire of the daintiest pair of glasses is a considerable bar when it is

within half an inch of the eyes; if a head-down position is adopted, this bar becomes a blind streak that extends almost fully across the range of vision. That’s the reason why Vic always appears to know where he is going◊◊◊During the practice period, residents in some of the sea-front hotels in Douglas were often intrigued by a noise which sounded exactly as though someone was riding one of the MV fours up and down the far end of the promenade. Eventually the noise was traced to an electrically driven dairy van which gave forth exactly the same note as the MV (apart from a slight difference in volume)◊◊◊It was bound to happen, of course. One Junior TT rider turned out wearing a red, white and blue helmet during Coronation week◊◊◊Werner Haas (NSU), second man home in the Lightweight 250cc and 125cc races, won the Ray B Westover Trophy, presented by Ray B Westover, of Seattle, USA, for the best performance (other than that of a winner), based on a percentage of the winner’s time, by a newcomer to the TT Races◊◊◊“Your lamb-meat ist nicht gut!’ That was the only criticism proffered by members of the NSU service staff concerning their stay in the Island. Lean-ing against one of NSU’s elegant blue vans, they discussed the matter. Scenery—grand; accommodation—very comfortable; food—well…girls—too busy to notice them!◊◊◊During the TT practice and race period, approximately 40,000 passengers travelled to the Isle of Man from the mainland in IoM Steam Packet Company’s boats. This figure does not, of course, include those who travelled by air. Vehicles transported included over 5,000 solo motor cycles, about 500 sidecar outfits and 450 cars◊◊◊Some of the Continental mechanics guarded their secrets so zealously that cylinder heads removed in the scrutineers’ tent were immediately swathed from prying eyes. One mechanic even stood on his (cylinder) head. In direct contrast, Fred Neill invited inspection of the excellent internal condition of two Porcupine engines◊◊◊Just how accurately a racing machine must be geared to give of its best was apparent from Jack Brett’s performance in the Junior Race. At the last moment before weighing-in, Brett raised his gear by one tooth on the engine sprocket. But he was foxed by the weather, for on race day what wind there was blew down the mountain climb. Brett’s Norton was thus over-geared for the occasion and his speed was considerably lower than that of Amm and Kavanagh.”

“WHAT A CARVE UP! The last lap in the Senior TT, Ray Amm fighting for British motor cycling prestige and we have to leave for an ‘exciting’ game of cricket!
FF STURGE, Tottenham.
PS—Radio set for sale, cheap.”

“GERMAN RIDERS W HAAS and S Wünsche chalked up further successes in the international Felberg-Rennen, held over the seven-mile Felberg Mountain Ring circuit last Sunday. Haas (NSU), won the 125cc race at an average speed of 64mph, and Wünsche (DKW) the 250 and 350cc races at 68.7 and 71mph respectively. Third place was filled by Britain’s John Storr (Norton) who finished nearly three minutes behind the leader at 68.8mph average speed for the 107.7 miles. In the 500cc event, Storr finished second, lmin lOsec behind Georg Meier (BMW) who averaged 72mph. Third was Gerhard Mette (BMW), lOsec behind Storr. In the sidecar race, ES Oliver (Norton) finished second to W Noll (BMW), who led by nearly a minute.”

“A NEW SAFETY helmet named the Tuffnut has a shell made of laminated fabric moulded under high pressure. Bisecting the crown of the shell are two protective ribs. A harness is fitted inside the shell, together with adequate cushioning. Weight of the helmet, including neck curtain, is 12¾oz. The helmet is designed to conform with the requirements of the British Standards draft specification, and has been subjected to an official test of impact, thrust and water resistance. The makers are Malcolm Campbell (Plastics), 5, Great James Street, London, WC1. The price is £1 19s 7d (inc PT).”

“HELD LAST SUNDAY, the Coronation year Banbury Run, organised by the Vintage MCC, had a record entry of well over 250. The crowds of spectators were also of record proportions so far as could be judged, and that not only at the start and finish in the North Oxfordshire town, but at the turning-point at Baginton, near Coventry, and indeed all along the route, which had an out-and-home distance of just over 60 miles. At the top of Knowle, on the Edge Hill ridge, which was one of the obvious vantage points, the congestion indeed threatened to become serious. So far as the weather was

concerned, the event was remarkably lucky, considering the prevailing conditions of June. Though the day was dull and heavy, the storm clouds never actually broke and riders of belt-driven models had an easier time than many of them expected. This year the start was made from the car park of the cattle market near Banbury station, where plenty of space was available, and it was agreed that this was a great improvement. Then and later the assistance given by the police was invaluable, and as courteous as it was efficient…The first machine away was the now famous two-front-wheels-in-line Slinger built in 1901, which had a successful trip even though the climb of Knowle proved a trifle too much for it, as happened with many of the older single-geared models. Mounts of around half a century ago included a Humber, built under P&M licence, some early Quadrants, and Arthur Bryden’s 1903-Rex. Of particular interest was the Phoenix, ridden by RJ Phillpotts, which had not appeared at Banbury before. Although built in 1904, it has a two-speed gear as well as all-chain drive, its inclined engine being mounted in a frame of particularly sturdy construction, with a duplicated front down tube. Another newcomer was the White and Poppe, dating from 1905, entered by Richard Dunmur, who sent us an account of this rare antique at the time when he acquired it. But the most extraordinary entry, at any rate in the eyes of many of the spectators, was C Smith’s Riley tricar, dating from 49 years ago. Possibly the expression of the very juvenile passenger in the forecarriage may have had something to do with that, but the vehicle, which performed well, is decidedly interesting. Noteworthy, too, was the Howard ‘flat single’ which is probably unique, but has attended at Banbury before. John Wooler appeared on a 1922 model of his father’s make. Despite heavy pressure

of work, Motor Cycling’s Editor, Graham Walker, succeeded in his ambition to compete in the Banbury Run for the first time. He received a great welcome. Too bad that the plug lead of his 1925 Sunbeam should have jumped off in the one non-stop section! This event combines the cavalcade and the competition. Veteran and vintage models cover historic ground, over which so many British motor cycles received their testing in the early days, and at the same time riders have a chance to pit their skill against the next man. There are two veteran classes, for machines built before the end of 1908 and 1915 respectively, the vintage dates being 1923 and 1930. Riders could average 15, 20 or 24mph according to choice. There were two secret checks to decide ties, a starting test after lunch that produced very few failures, and the ascent of Stoneleigh, once much used by the Coventry testers, was observed along with that of Knowle. At Baginton, following the half-way halt, considerable congestion occurred, causing delay in despatching the riders. Times were accordingly disregarded in working out the results. RESULTS: Premier Trophy: 0 Langton (1903 Humber). Best Opposite Class: PN Howdle (1914 James sc). Premier Awards: Class A (pre-1909): W Grove (1906 Triumph). Class B (pre-1915): HE Cohen (1914 Bat). Class C (pre-1924): GS Davison (1917 Douglas). Class D (pre-1931): WJ Rich (1925 Sunbeam). Founder’s Trophy: W Moore (1914 Douglas). Concours d’Elegance Awards: Feridax Trophy: W Fruin (1922 16H Norton). Best Opposite Class: JJ Allen (1912 Motosacoche).”

“NOVELTY CERTAINLY CHARACTERISES the creation of Mr AD Baxter, of Leeds. But (writes ‘Carbon’) it is novelty of a strictly, practical and commonsense kind. For everyday transport this little model has a number of undeniably attractive features. The designer’s object was to produce a mount between the cyclemotor/autocycle class and the motor cycle proper. He further wanted a comfortable machine and one that incorporated convenient equipment for carrying luggage and parcels. The power unit chosen was the 80cc two-stroke Levis with countershaft clutch. The fixed gear ratio is 11:1. A prototype has now covered a lengthy mileage over a period of many months. The machine is remarkably compact. Its wheelbase is only 40in. (approximately the same as the Corgi), and with 20x2in wheels and tyres the seat height is 24in. The dry weight of the complete machine is 84lb. The frame is a simple assembly of straight tubes; foot-rests are carried on outriggers brought down from behind the steering head. The object of placing the footrests so far forward is to provide a really comfortable and uncramped riding position within the short wheelbase. Legshields of not unattractive appearance should be very effective. The seat cushion measures 22x15in and is readily detachable, as are the metal luggage panniers on which it rests. In service the machine has proved entirely reliable. It gives an easy ride over average road surfaces and the absence of a spring fork only becomes noticeable while traversing the bumpy stone setts that are common in the West Riding, or when a pothole is encountered. Even then the steering appears unaffected and there is no tendency to wobble. Being used to riding normal motor cycles, Mr. Baxter freely admits that he finds the fixed gear a drawback, however, the machine can tackle most fairly stiff gradients without difficulty.”

“FINAL TESTS HAVE not yet been carried out on the new sidecar outfit prepared at Watsonians for Eric Oliver, and the form in which it will be raced in next week-end’s Belgian Grand Prix has not been definitely settled…the streamlined cowling covering the front wheel will be changed for one similar to that used on the streamlined works Nortons. In whichever form the machine finally appears, there is no doubt that a worthwhile speed increment is to be expected and that the improved shape will level up any possible differences in mph between this single and the Continental fours. Basically, the frame of the Norton is one of those around which Nortons built their own ‘streamliners’. It has of course been modified in detail to accommodate the sidecar fittings but these modifications are similar in most respects to those made by Oliver in previous years. The sidecar chassis also is basically unchanged although some detail alterations have been made, particularly with reference to the method of fixing the low-level petrol tank. The framework of the nose and tail, which are covered, by the way, with beautiful examples of the panel-beater’s art, is made up of half-inch steel tubing. This framework is attached to the ‘chassis’ on flexible mountings.”

“QUESTIONS in both Houses of Parliament last week concerning the desirability of importing motor cyclists’ protective helmets from abroad in order to cope with the demand, have been criticised by the British Plastics Federation whose claim it is that British manufacturers can supply many thousands of helmets weekly if required.”

“WESTERN US ‘Enduro’ riders were recently called upon to put their specialised skill to practical use. A student Air Force officer was forced down in the brush country of Nevada, and the aid of the motor cycle trail riders was enlisted. After three days of exhausting and exhaustive search the injured airman was spotted and the rescue party got to work.”

“TEN THOUSAND SPECTATORS lined the new 1.39-mile course at the Crystal Palace, SE, last Saturday afternoon to welcome back to London motor cycle racing in one of its most thrilling and interesting forms. The circuit, developed from the pre-war layout, provides every aspect of a miniature TT course and is set in beautiful, wooded parkland, ideal for family outings. From the start-line the wide, well-surfaced road curves away under a bridge to the steep ‘mountain’ climb, with its S-bend midway, to the right-angle of South Tower Corner; then comes the high-speed Terrace Straight which curves into the tricky sweep of North Tower Crescent and the fast, tree-lined bends of the Glade and Park Curve from which descends the Bray Hill-like drop to the finish of the lap. On such a course can be seen all the skill and road craft—gear-changing, braking, cornering, flashing acceleration and sheer speed—that goes into motor cycling sport at its most exacting. Many of the 131 riders who made up the entry list—including famous names in the racing calendar—expressed approval of the course and BMCRC who organised Saturday’s National (Open) meeting; the enterprising London County Council, who sponsored it, have every reason to congratulate themselves. Despite the high speeds attained (RD Keeler on his 499cc Norton set a ‘bogey’ for the lap in 1min 10sec, equalling 71.49mph, to win Motor Cycling’s Coronation Trophy) no accident occurred which had results more serious than might have been expected from a rather hearty Rugger match. The sun shone from a perfect sky; down in the Paddock the brightly coloured fuel companies’ wagons and the gay canvas of refreshment tents contrasting with the green of the grass and trees. added their quota to the brilliance of the scene, while the Presence of high officials of both the LCC and the A-CU and many well-known figures in the sport testified to the status of the meeting. Overall there was that pleasant but almost undefinable atmosphere which old-timers call ‘the real Brooklands feeling’.”

“LAST SATURDAY’S GRAND PRIX of the Netherlands—the Dutch ‘TT’ and second of the nine ‘classic’ meetings of the 1953 season [the rounds of the European championship]—showed that the combination of Britain’s Geoffrey Duke and Italy’s four-cylinder Gilera is one which will take a lot of beating. Riding a most consistent race, he led almost from the start of the 500cc event to win at the record average speed of 99.92mph. Ray Amm (Norton), who put in the fastest lap at 100.91mph, was lying second when he ran out of petrol halfway through the final lap, so letting Reg Armstrong (Gilera) into second place, with Ken Kavanagh (Norton) third. The new 345cc single-cylinder Guzzi, completed only a week before the race, came in first in the 350cc event, in the hands of Enrico Lorenzetti, with Norton team men filling the next three places. In the 125 and 250cc races, the young German rider Werner Haas scored a double success for the NSU factory.”

“NEGOTIATIONS ARE PROCEEDING with local authorities and responsible club officials on the future of motor cycle racing at Oulton Park, near Tarporley, Cheshire, the ancestral home of Sir Philip Grey-Egerton, Bart. Meanwhile, under the direction of Cheshire Car Circuits, the company formed to sponsor the project, work continues on the half-mile circuit which already shows promise of becoming a second ‘Donington’.”

” PERMISSION HAS BEEN obtained for a part of the Crystal Palace track to be used for instructing learner motorcyclists under the RAC-A-CU Training Scheme. Volunteers from two local clubs have already agreed to assist as instructors but additional help is required from expert. unattached enthusiasts in the area. Modest out-of-pocket expenses will be payable. Instruction will be carried out mainly on Saturday afternoons and Sunday mornings, with possibly one evening lecture session per week.”

TWENTY-FOUR TEAMS of six riders took part in the MCC’s 37th Inter-Club Team Trial, held on July 4 in the Cotswold country. The event was won by the Bradford &DMC whose team consisted of TU Ellis (500 BSA), NS Holmes (500 Ariel), LA Ratcliffe (350 Matchless), GE Broadbent (350 Royal Enfield), AD Rawnsley (500 AJS) and TH Archer (500 Norton). The Motor Cycle Challenge Cup (best performance): 1, Bradford &DMC, 44 marks lost; 2, Wolverhampton MC&CC; 3, Weyburn MCC; 4, Gloucester & Cotswold MC; 5, Southampton &DMCC; 6, Antelope MCC; 7, Kings Norton MCC; 8, West Leeds MC; 9, Leicester Query MC; 10, Solihull MCC; 11, Nottingham Tornado MC; 12, The MCC; 13, Handsworth Lions MC; 14, Sutton Coldfield & North Birmingham AC; 15, Castle Bromwich MC; 16, Exmoor MC; 17, 31st Training Regt RA MCC; 18, RMP Depot (Army MCA).”

“ACQUITTAL OF A member of the RAC charged, at Chertsey, with speeding on A320 at Ottershaw, Surrey, was gained when the Club’s solicitor was able to prove that the distance between the lamp standards—on the presence of which the Police brought the charge—exceeded the 200 yards specified for a built-up area by 23ft 2in.”

“THERE WAS AN amusing incident at the Reunion Dinner of the Association of 1914-18 RE Despatch Riders, held in the Grill Room of the Earls Court Exhibition building, when it was discovered that the toast to ‘The Visitors’ was addressed to one man—for the only one among the 180 in the room who had not been a Don R or motor cycle officer in the Great War was Brigadier Henri Firth (‘Father’ of the Royal Tournament Motor-cycle Display Teams) who had been at that time too young to serve!”

“COMPETITORS CAME FROM all over the country to take part in the sixth Invalid Tricycle Association’s National Rally and, in spite of appalling weather conditions which persisted throughout the day, some 600 of them were present at Hendon aerodrome last Sunday. The amazing spirit of the competitors forestalled any attempt to abandon the meeting, and the various events were run off with little delay. The organisers even had to call ‘enough’ as competitors queued up to enter the various heats! Special mention must be made of Mr D Most who, at his first attempt at the Road Trial, finished without loss of marks—a record for the event. The prizes were presented by the Mayor and Mayoress of Hendon, Cllr and Mrs AV Sully; also present was the Parliamentary Secretary to the Ministry of Pensions, Brig Smyth. RESULTS Road Trial: The Middlesex Group (J Perry, Miss N Brewer, H, Jones, R Creek). Best individual performance: D Moss. Longest distance covered by road: Petrol, RC Robbie (Northumberland); Electric, DR Hall (Chingford); hand, WM Pratt (Worthing). Egg and Spoon Race: 1, TH Catey (Surrey Group); 2, DA Hutchinson (Gloucester Group); 3, C Dalgarins (Exeter Group). Obstacle Race: 1, Miss M Webb; 2, JA Lillington; 3, R Creek (Middlesex Group). Passenger Event: 1, ER Chivers (Newbury Group); 2, AS Knight (Middlesex Group). Groups Display: 1, Middlesex, ‘Coronation Parade’; 2, South London, ‘Cherry Stones’. Driving Test: 1, F Davies (North West Group); 2, MJ Matthews (unattached). Inter-Group Relay Race: 1, North West: 2, Middlesex; 3, Surrey.”

“IT MAY BE OF INTEREST to note that disc brakes were fitted as standard on the ohv Douglas machines marketed in 1920 and onwards. The cross-section of the working part of the disc approximated to a ‘V’ having an included angle of some 20°. This type of brake was also employed on the 1923 TT Douglas, the disc being moulded in special frictional material and used in conjunction with an aluminium alloy shoe. Modern disc brakes, as fitted to aircraft and automobiles, differ in as much as the disc has not the ‘V’ configuration. As regards the Cyc-Auto, mentioned by ‘Carbon’, the late E Wallington Butt was a personal friend of mine and we. were associated together during the 1914 war in connection with numerous wartime inventions. The first Cyc-Auto was built under my direction at Douglas Motors, Kingswood, Bristol, in 1926-27. It is with pleasure that I note the production will be resumed.
CG PULLIN, Birmingham, 13.”

“DURING THE ANNUAL works holiday the service and spares departments of BSA, Sunbeam and New Hudson will be closed from Friday evening, July 24, to Monday morning, August 10. Dispatch of new machines from the warehouse will continue as usual, except on Bank Holiday Monday, August 3. AMC, at Plumstead, will close down for the annual holiday on the evening of July 24, reopening on Tuesday, August 11.”

“COUNTING TOWARDS THE coveted 1953 Moto-Cross Championship of Europe last Sunday’s international scramble meeting organised at Brands Hatch by the A-CU with the co-operation of, principally, the Streatham&DMCC, resulted in a win for Matchless ace Brian Stonebridge who, on his 500cc machine, scored a most decisive victory in the final, actually lapping the entire field with the exception of the first five leaders. Those two Belgian stalwarts, the FN riders Victor Leloup and Auguste Mingels, had thoroughly bad luck although both gave exhibitions of fine riding before the rot set in.”

“TAKE AN AMERICAN, who is employed on automobile body styling. Suppose him to be a motorcyclist of long experience and unquenchable enthusiasm. If such a man were to design a two-wheeler, what would the result be like? An answer to that one has been provided by Mr 0 Ray Courtney, of Pontiac, Michigan. His first machine was a 1911 Indian; he was concerned with aviation during World War I, picked up a few ideas about streamlining and works now for the Kaiser-Frazer car people, after being mainly responsible for an Oldsmobile model that made a big hit in the early 1930s. Right now Mr Courtney is riding a motor cycle entirely designed by himself. Get into your mind’s eye the silhouette of a long-wheelbase American car, with the stern tapering off and the front grille sloping backwards from the top. Roughly a parallelogram with fairly acute angles. That is the outline, the whole of the front wheel, practically, being enclosed, along with all the works, the steering being linked to the handlebar stem. Suspension is by coil springs fore and aft. The rider sits extremely far forward—there is a passenger seat behind, needless to say. The tubular frame houses an Indian 750cc sv Scout engine. Many of the details, particularly the quick-detachable shields, appear highly ingenious. Certainly the model looks extremely well, if you like that kind of thing. But I see that it is 112in. long and weighs 580lb. Such an outsize could hardly appeal to many.”—CARBON

“WHAT HAS HAPPENED to the ‘Golden Flash’?” My memory of the road test of the A10 BSA in 1950 being of its outstanding performance, I have compared the previous figures with those published recently of the latest edition, and what do I find but a marked deterioration all round. All-out speed in both top and third gears has dropped by as much as 7mph, and, more surprising still, in the case of the top gear figure (gear ratios the same), the higher speed was reached in a shorter time—actually over 4sec less! The higher third gear figure in 1950 admittedly took over 4sec longer, but then there is a difference of 9sec between the time taken to reach maximum in top and maximum in third which was 10sec in 1950 and 19sec in 1953—all very puzzling. Then, braking is inferior, and so is petrol consumption, by as much as 6mpg at 50mph. And on top of all this the current model was presumably using ‘premium’ fuel, and (except for the speed figures, taken in France, where near 80 octane fuel may have been used) the 1950 machine was presumably run on Pool. As in the case of so many cars, whose performance has deteriorated over the years, the weight has gone up, but only by 13lb.
R BAILLIE, Bedford.”

“I BOUGHT A 197cc JAMES ‘springer’ late in September, 1952. To date it has covered 8,956 miles, including three trips to Skye; 257 miles each way, and about 900 miles in Skye. The roads there are of about ‘Scottish Six Days’ standard. A full tank (2½ gallons of petrol) took me to Skye and still left some in the tank.. The total time taken was nine hours, less 50 minutes or more for halts. Kitted up with luggage, I weigh 15½ stone! Total replacements to date are two piston rings (I broke one when decarbonising), one sparking plug and some steel wool for the silencer—total cost, 12s 6d. You will understand why I sign myself—
‘NO COMPLAINTS’, Glasgow, W2.”

“AS A VINTAGE ENTHUSIAST who constantly maintains that most ‘modern’ innovations have been tried before, I question Mr R Wilbur’s claim that dual seats were originated by Veloce in 1934. I believe that the first rider to use a seat extended over the rear mudguard was the late Wal Handley, who fitted one on his 500cc Rudge in 1928. This seat was made, I believe, by Dunlops, and was, of course, purely a racing seat, like the Veloce model. The touring dual seat—which is quite a different matter—was originated by an accessory manufacturer in 1938 and the first manufacturer to adopt it as standard equipment was the Vincent HRD company, in 1945.
CE ALLEN, Leicester.”

“ON June 14—a very wet Sunday—I was returning from Rhyl and was unfortunate enough, to have three punctures in my sidecar wheel, the last one completely ruining the inner tube. In pouring rain a soloist stopped and, at 9pm, took me five miles to a garage and back, and then helped me to fit the new tube. This is indeed true comradeship.
HA FARRINGTON, Birmingham.”

“RUN IN BLAZING SUNSHINE on the famous 14.1km. Spa-Francorchamps circuit, last Sunday’s Belgian Grand Prix saw a duel for the lead in the 500cc race between Englishman GE Duke and Italian A Milani, both riding Italian Gilera fours, result in a last-lap retirement of the former, with a wrecked engine. There were three races, for 350 and 500cc solos and for 500cc sidecars, and all were won at fantastically high record speeds, Milani’s average for the 131.5 miles of the 500cc event being 109.94mph, and Duke turning a record lap at 112.33mph. One of the outstanding performances of the day was that of the brilliant Southern Rhodesian, Ray Amm, who finished second in the 500cc and third in the 350cc races on his Nortons, and who put up a 105.93mph lap record in the latter, which was won by Englishman Fergus Anderson by a narrow margin from his Guzzi partner, Enrico Lorenzetti. ‘The Belgian’ thus becomes the world’s fastest GP so far. Winner of the sidecar race for the fifth year in succession was Eric Oliver (Norton), who averaged 90.55mph and who turned a record lap at 92.03mph; a close second was Cyril Smith, also on a Norton. The meeting was marred, regrettably, by a fatal accident to Australia’s popular Ernie Ring, who was riding as a member of the AJS team.”

“POWERED BY THE popular 48cc Italian Cucciolo engine, the model recently introduced by Britax (London), 115-129 Carlton Vale, NW6, is an attractive cyclemotor and represents yet another machine which, though pedalling gear is retained, has an ‘in-built’ engine as opposed to a ‘clip-on’ unit. Built specially for the job by the Enfield Cycle Co of Redditch, makers of the famous Royal Enfield cycles and motor-cycles, the frame and front forks are sturdy and welt designed. The former is of the open type, giving a 29in. saddle height, and the latter are of pressed-blade pattern with rubber-band springing in the manner already used for many years in the Royal Enfield lightweight motor cycles. The wheels are fitted with Dunlop 26×1¾in heavyweight tyres, and each is equipped with a 4in cable-operated internal-expanding brake. Specially strengthened wide mudguards are supported on robust stays to stand the stresses imposed by cyclemotor use. A well-shaped 1¼-gallon petrol tank is mounted in the normal position, giving grip for the rider’s knees if required, but so placed as to allow freedom of movement when pedalling. On the four-stroke Cucciolo, of course, petroil is not employed, engine lubrication being effected by splash from a 1¼-pint sump built on to the crankcase. Also a unit with the engine is the two-speed. preselector gearbox, operated by reverse movement of the pedals in conjunction with a handlebar lever. Primary drive is by gear, final drive being by chain, the bottom gear being 13:1 and top 7.5:1. Ignition is by flywheel magneto equipped with separate coils to provide a 6-volt direct lighting system. The carburetter is a Weber. No opportunity arose, when a member of Motor Cycling’s staff had a short run on the prototype last week, to test the maker’s claim of the fuel consumption, stated to be between 250 and 275mpg, but previous experience with other models fitted with the 48cc Cucciolo engine indicates that such anticipated mileage would not be unreason-able. A maximum speed of 35mph is quite comfortable on the Britax Monarch, as it is to be called, and the machine seemed quite happy to maintain a steady 25-30mph, the front forks riding bumps with ease, despite the low weight of the model, ie 72lb.”

“IN WEATHER FIT ONLY for demented ducks, the Varley Trophy—premier solo award of the Auto-Cycle Union’s 10th National Rally, held last Saturday and Sunday—was won for the second year in succession by Derby schoolmaster JR Walton, riding a 122 OEC. The Basic Challenge Trophy for the best sidecar performance went to H Redfern (500 BSA sc) who, like Walton, amassed a score of 585—525 miles and 30 controls—and HJ Kennard (250 BMW) totalled 583 to win the News Chronicle Challenge Trophy for the best R.A.C:/A.-C.U. trainee. The event had been chosen by the Union as the tour de force of its Golden Jubilee year, to celebrate its 50 years as governing body of British motor cycle sport, and to give motor cyclists all over the country the chance to compete with their fellows in friendly competition and to meet in the pleasant seaside town of Weston-super-Mare. A worthy object, but unfortunately the Union is no more master of the elements than was King Canute. For a variety of reasons—among which, doubtless, were safety and the cost of petrol—the elders of the A-CU had reduced the duration and average speed from 26 hours at 27mph, as in previous events, to 21 hours at 25mph. So the object of those competitors with their minds set on a major award was to cover 525 miles—no more and no less—according to the official mileage card and to call at as many controls as possible; the marking being one for each mile and two per control. What the maximum possible mark would be, no one, not even the A-CU, could say for certain; the control lists had been circulated to the competitors—though many complained that they only received them a day before the start—and it was up to them to get out their maps and slide rules and work out the best route they could. Riders had to call at a control at least every 50 miles or lose one mark for every extra mile; to avoid calling at any control more than once—a penalty of 25 marks for this—and to keep within the overall average or lose virtually two marks for every mile by which they exceeded their maximum. To guard against the embarrassment of having to draw lots in order to decide ties for almost every major award—as happened in 1951—last year’s methods of elimination were retained. Thus, in the event of a tie on miles covered and controls visited, the award in question would be given first to the rider of the smallest capacity machine, or, failing that, to the entrant of the oldest model to qualify.

And this year a further safeguard was added whereby, if all else failed, the rider who started farthest from Weston would win the particular award. But in many ways the National Rally is more a social event than a competition and its beauty is that a competitor can choose his own target according to his purse, experience, or the capabilities of his machine and still get some reward in addition to the feeling of personal achievement. For as few as 175 to 299 marks would qualify for a certificate of merit, 300 to 424 for a bronze plaque, 425 to 549 silvered plaque and, for a gilt, 550 or over. The Rally prize list must be certainly the longest in any British event. In addition to the challenge trophies—the Varley for the best solo performance; the Basic for the best sidecar and the News Chronicle for the best RAC/ACU trainee—civilian entrants were offered 15 class and 17 manufacturers’ awards, seven club trophies and many special prizes. And, for the official army riders the Motor Cycling Perpetual Challenge Trophy, presented by Editor Graham Walker, for teams of three, a trophy for the best individual performance and three manufacturers’ awards, BSA, Matchless and Norton. So, promptly at 2pm last Saturday, the 124 rally controls, manned voluntarily by garage staffs, agents and club members, opened; and most of the 906 entrants set forth for Weston-super-Mare by routes so devious that they would have shamed even Chesterton’s ‘rolling English drunkard’. At that time, most of the country was bathed in summer warmth. The sun blazed from a clear, blue, cloud-flecked sky. Even Old Trafford was no longer waterlogged. But, far to the south-west, sullen grey clouds were rolling their relentless wet blanket over the face of Britain. Before long, most competitors were battling through a stinging downpour sufficient to drown all but the blithest spirit and most resolute determination. At 9 o’clock next morning, along the beach lawns at Weston-super-Mare, a few marquees hunched their backs against the wind and sodden banners fluttered disconsolately in the searing rain in a desperate effort to look festive against a background of ashen sky and leaden sea. That was the scene as the first competitors began to arrive. In

they came, a trickle first and then a broadening stream as zero hour of 11am approached. Tired and sodden, but triumphant, they pushed their machines to the assembly parks; and gradually the mood changed. Even the metallic voice of officialdom took on a kindlier note over the Tannoy. The indomitable cheerfulness which had sustained them through a night of roaring rain swept like a wave along the seafront. Some settled down in the lea of their machines to snatch a well-earned rest; some went off for a wash and a meal; but soon they were all back, swapping yarns of their experiences, comparing mileages and routes and weighing the merits of one another’s machines. And what a mixture they were—both riders and mounts. First, the ladies; veteran rallyist Mrs Doris Taylor had once more ridden her way into the ‘gilt’ class on her DMW, while Mr AB Taylor tagged along on his Triumph Trophy. For Miss I Edmundson, of the XHG Tigers MCC, her first rally in 17 years of motor cycling, had taken her 507 miles from Poole without incident; but Miss MB Dawe, of Luton, had not been so lucky. First a tumble on the greasy road had left her with a puffy, blueing eye, and then her lighting had become temperamental, but she still seemed certain of a ‘silver’ with 418 miles and 15 controls. Then there were the vintagents; the youngest, so far as machines were concerned, was D Bagnall, whose 1927 Levis—last re-bored in 1939—had suffered from nothing more serious than fluff in the jet. Its rider, wise man, had spent the night in bed, content to collect another ‘bronze’ to add to those he won in 1937 and 1951. Trials rider Eric Kennard had also taken things easy on his belt-driven 1913 Bat twin. WE Rose, on the other hand, had aimed at trundling his 1914 Rover 524 miles until persistent belt slip had forced him to be content with 457; but the ‘silver’ would be the least of his rewards. En route he had been given a 1908 speedometer and had been offered a 1906 Phoenix to add to his collection. Most interesting of the tiddlers was GM Denton’s prototype Elswick: Powered by a two-speed Trojan 49cc engine, it had covered 303 miles from Thornton Heath. Bronze medals were also on the cards for DJ Anderson and K Mercer, who had covered 295 and 296 miles respectively with their Mini-Motor clip-on units without a trace of roller slip, despite the rain. Quite a bevy of Bond Minicars festooned the lawns. One who only just made it was Col MGM Crosby, in the same vehicle with which he followed the Monte-Carlo Rally. Eight miles outside Bath his front tyre burst. After replacing it in six minutes the galloping colonel arrived at the control with only half a minute in hand. Many of the riders had voluntarily curtailed their routes, but when the final control closed only 496—little more than half the entry—had checked in; to 17

unfortunates who arrived just too late, the stewards decided to give hard-luck awards—a kindly gesture. A formidable ‘retired list’, 393, but not surprising in that weather. Most frequent comment of those who did finish was on the cheery helpfulness and hospitality of the controls. Almost all had provided tea and refreshments free of charge, and their staffs were ever willing to help. What a pity that some outlying controls did so little trade—as few as nine competitors in eighteen hours at one. A pity, too, that the Union had not organised an earlier programme for the benefit of competitors. The sun had condescended to reappear when, at 2.15, the Royal Corps of Signals Team provided a large crowd of Weston residents and trippers with their breath-taking display, but by that time most rallyists were well on their way home for a well-earned rest before Monday morning’s work. In the interval the Parliamentary Secretary to the Ministry of Transport, Mr Gurney Braithwaite, addressed the gathering and presented Major AB Bushby, of Willaston in Wirral, with a BSA Bantam for the motto Certando Proficiamus (Progress through Competition) with which he had won the A-CU Motto Contest. Competitions Manager Harry Comwell’s results team did an excellent job in compiling the results by 5pm. But, understandably, hardly any competitors had stayed to receive their awards. Like the old soldier they had simply faded away, but it will by a long time before they, or their well-wishers, forget that night of July 11-12, 1953. RESULTS Individual Awards The Valley Challenge Trophy (Best solo performance): JR Walton (122 OEC), 585 marks. The Basic Challenge Trophy (Best sidecar performance): H. Redfern (500 BSA), 585. News Chronicle Challenge Trophy (Best ex-RAC/A-CU trainee): HJ Kennard (248 BMW), 583. Club Trophies ACU Inter-Club Rally Challenge Trophy (Best club calculated on figure of merit): West Herts MCC, 20. Manufacturers’ Challenge Vase (Second-best Club): Bury St Edmunds &DMCC, 17.0289. Belstaff Challenge Cup (Third-best Club): Kettering &DMCC, 12.42. The Dunlop Challenge Cup (Fourth-best Club): Bow District Garage MC, 12.3381. South-Midland Centre Trophy (Best South-Midland Centre Club): West Herts MCC, 20. South-Eastern Centre Trophy (Largest entry from South-Eastern Centre Club): Sunbeam MCC. Midland Centre Shield: Antelope (Coventry) MCC, 4.3094. The Motor Cycle Perpetual Challenge Trophy (Best Army Entrant): Cpl WE Christian (500 BSA), 585. Motor Cycling Perpetual Challenge Trophy (Best Army Team in Road Competition): 20 Coy RASC (MT), 1,725 marks. Class Awards ‘A’ (Up to 125cc Solo): 1st, H Clarke (BSA), 580; 2nd, E Dench (James), 579; 3rd D Gaffyne (BSA), 578. ‘B’ (126-250cc Solo): 1st, RHH James (Excelsior), 585: 2nd, F Kiss (Francis-Barnett), 585; 3rd, R Wheeler (Francis-Barnett), 585. ‘C’ (251-350cc Solo): 1st, DJ Smart (Velocette), 585; 2nd, FH Shuckburgh (Triumph), 585; 3rd, MJ Hodges (Matchless), 585. ‘D’ (Over 350cc Solo): 1st, LTN Gardiner (Triumph), 585; 2nd, PG Douthwaite (Norton), 585: 3rd, LJ Stagg (AJS), 585. ‘E’ (Sidecars): 1st, EG Deacon (BSA), 585; 2nd, A Booth (Ariel), 585: 3rd, GAF Maddick (Brough Superior), 585. ‘F’ (Three-wheelers): 1st, H Pass (Morgan), 583; 2nd, JA Stratford (Morgan), 557; 3rd, R Atkinson (Bond). Manufacturers’ Awards Associated Motor Cycles (AJS) (silver cigarette case): KJ Bell (350 AJS), 585. Ariel Motors (travelling clock): JC Meldrum (500 Ariel), 585. BSA Cycles (table lighter and ashtray): BA Howard 600 BSA), 585. Dot Cycle and Motor Man Co (electric clock): AE Hayward (200 Dot), 571. Enfield Cycle Co (pair of tankards): CP Persian (350 Royal Enfield), 585. Excelsior Motor Co (silver cigarette case): RH Portlock (200 Excelsior), 525. Francis and Barnett (silver cup): F Kiss (200 Francis-Barnett), 585. James Cycle Co (silver cigarette box): J Walley (200 James), 583. Associated Motor Cycles (Matchless) (silver cigarette box): MJ Hodges (350 Matchless), 585. Morgan Motor Co: JA. Stratford, (Morgan), 557. Norton Motors (silver cup): PG Douthwaite (500 Norton), 585. Phelon & Moore (cigarette lighter): H Greenwood (600 Panther), 545. Sunbeam Motorcycles (table lighter and ashtray): JA Paden (500 Sunbeam), 585. Triumph Engineering Co (silver cigarette box): FH Shuckburgh (350 Triumph), 585. Veloce, (silver, cup): CE Beyts (200 Velocette), 585. Vincent Engineers (Stevenage): RL Dawson (1,000 Vincent), 585. Manufacturers’ Army Awards BSA: Lt AA Rolls, Cpl A Barr, Sgt S Buckner, all 575. Tie to be decided. Matchless: Lt FJ Yates-Round, L/Cpl R Godsen, both 583. Tie to be decided. Norton: Sgm JA Wines, 481. Special Awards Ladies’ Award: Miss E Williams (350 Matchless); 575. London Douglas Award: FW Devonshire (350 Douglas), 327. Morgan Three-Wheeler Club Award: H Pass (Morgan), 583. Vintage Challenge Cup: PJA Evans (500 Sunbeam), 538. Veteran Challenge Cup: WE Rose (500 Rover), 505.”

“IT WAS DOUBLY UNFORTUNATE that the weather should have been so unkind to the National Rally. First, because it was scheduled as the big event of this, the Auto-Cycle Union’s Golden Jubilee Year, and, secondly, because there have been signs during the past two years that intelligent efforts were being made to solve the difficulties inherent in this type of something-for-everyone, nation-wide event. Although successful despite the rain, the results of the 1953 Rally nevertheless suggest that the time has come to reconsider the whole structure of the event and to shift the emphasis from endurance to skill. The fact is that whatever the physical difficulties may have been, some 40% of the finishers qualified for first-class awards. Whatever modifications may be made for 1954, it should not be forgotten that the most important person in the Rally is the competitor. He provides the show and deserves more attention than he at present gets. What if he is inclined to leave early on his homeward run? This could be the fault of the organisers in their failure to provide adequate shelter and entertainment after the long trial. The accent on skill was underlined by Mr Gurney Braithwaite, Parliamentary Secretary to the Ministry of Transport, in a speech made at the conclusion of the Rally. Referring to the RAC/A-CU training scheme, he expressed the hope that as many learner motor cyclists as possible would make themselves proficient riders before taking to the- public highway, for improvement of roads could never provide the complete answer to the accident problem. Adding that the motor cycle was inherently no more dangerous than any other vehicle but that the motor cyclist was more vulnerable than the motorist, he said he would not be satisfied until the safety helmet had become as much an accepted part of the motor cyclist’s kit as goggles and gauntlets.”

“BECAUSE IT IS SOMETHING in which all riders can take part, the National Rally is unique. It is not for experts only, nor even for sporting types alone. Looked at in that way, it has a special importance in the year’s calendar. It could do more for the motor cycling cause, I would say, than any other single fixture. Let us first be clear about the aims and objects. One is to attract users to the clubs. And secondly, which is even more important, to popularise motor cycling—by staging, as it were, a family party to show outsiders that ours is one of the better games to play, with lots of good fellowship attached to it. Repeat; to stage a party. That is the line to be followed, and accordingly the appeal must be as wide as possible. What that means is that the show should not be regarded as a competition only. The point is to get all and sundry to turn out, even if endurance contests do not happen to appeal to them. The emphasis should be more on skill and less on mileage, but I would go even further. People should be encouraged to join the gathering even if they do not take part in the competition at all. They might be allowed to enter at reduced fees and get souvenir certificates only as awards. It would be easy to devise a scheme with a far broader appeal than the present one.”—Carbon

“A RADICAL SUGGESTION for an Everyman ‘Multi’ by Prof AM Low, ACGI, DSc: ‘For many years I have observed motorcycles. Indeed, I was most jealous when I had not enough of either money or age to secure a front-drive Werner or a Singer with its motor in the rear wheel, models amazingly like the modern examples of this method of ‘motor assistance’. I have designed models driven by steam, electricity and even by rockets. I have campaigned for silence, flexibility, speed, weather protection and all the other fine things which competition has brought into being. I have even produced a four-cylinder-in-line two-stroke with shaft-drive, detachable wheels, springing and a pressed-steel frame, many years before the war, with the object of securing comfort. I find that those who want to use a motor cycle as

transport only often say that they are not strong enough to ‘heave it about’, and that even when standing still they find its tremor almost as uncomfortable as road bumps. Nothing to do with the sportsman, I agree, but worth a thought in these days when so many people seem to become more physically soft every year. Carefully noticing the enthusiasm shown for powered cycles, I will make what may appear to be a rather wild suggestion. It is that a very comfortable, very light machine which was silent, cheap and vastly simple might enjoy a new market. If all these qualities could be found, thermal efficiency could be disregarded. A consumption of anything over 100mpg is good enough to forget and a speed of 25-30mph is ample. Given such a specification, I believe that a ‘four’ is essential. Long ago this was the cause of laughter, but modem racing machines seem not too inefficient when provided with four ‘liqueur glass’ cylinders…I want four cylinders of the type used in model ‘semi-Diesel’ engines, with no electric ignition of any kind. This would remove at a blow one of the chief terrors of the ‘utility’ rider, for it does not greatly help even the most expert to know that ‘something has burnt out’ in the middle of Salisbury Plain on a dark night. A bore of about I in. and stroke of I in. should be enough [154cc]. Drive by chain, and if a normal gearbox is too costly, a hub gear is not impossible for very low powers…springing could be fitted, but with no need to worry about high-speed shocks, those met with at low speeds could probably be absorbed by a suspended seat of the old Dursley-Pedersen bicycle type. Such a model would be easy to start; it would also be very cheap, because no good internal finish would be needed and there would be no valve gear and no ignition accessories…I feel sure that such a runabout would he useful, quiet, need no physical strength to use, have almost nothing to go wrong and would not be tiring over longer distances than one would contemplate with a ‘clip-on’. With large cylinder area and a small bore, cooling would be excellent; a monobloc casting could be very plain and loads so low that simple plain hearings would be sufficient. Whole units could be replaced in a few minutes. Even piston fit could be forgotten because it controls a type of efficiency which we would not want at all in this case. One might also not consider belt transmission, properly guarded, completely unthinkable. I think that the ‘electric motor’ feeling would attract many who actively dislike the ordinary motor cycle.'”

“THE GEORGE HOLDSWORTH TROPHY is the premier award in the Redditch MCC&CC’s annual Expert’s Grand National—a trade-supported event open only to the elite of the scrambling world. Last year it was won by Geoff Ward on his AJS and on Saturday, when the 1953 meeting was held, at Rollswood Farm, Haselor, near Alcester, he retained his title against strenuous opposition. Basil Hall, the BSA star, led handsomely for nearly half the race but had to be content with second place while Johnny Draper, also on a BSA; finished third after what promised to be a stern tussle with his team-mate, John Avery, had petered out. Some alteration had taken place in the course, which was approximately 1¾ miles of grassland, rocks, woods, gradient, mud and the crossing of a brook, so last year’s time, 47min 7.8sec is not really to be compared with that taken by Ward on Saturday—42min. 26.8sec. North country enthusiasts will find considerable satisfaction in the fact that the Manchester Dot trio, Bill Barugh, Tom Cheshire and Brion Sharp, carried off the Manufacturers’ Team Award, riding their little 197cc Villiers-powered two-strokes in the half-litre Senior race. The weather was fine, though overcast and windy, for most of the meeting but rain began before the end and the last race finished in a downpour which made the terrain treacherous and brought off not a few.”

“MUD PREVAILED IN the recent trial held at Hohne in Germany by the 7th Armoured Division—the former ‘Desert Rats’. The event comprised two competitions, one for units of the Division and the other open to all BAOR units, and both were won by the 7th Armoured Division Signals Regiment team—Sgts Slaughter and Edwards and Col Hare.”

“IN A PAPER recently read before the Scottish Congress of the Institute of Transport at Glasgow, Dr HW Glanville, Director of Road Research, stated that ‘In 1952 the cost of motor cycle accidents to the community, making no allowance for human suffering, was was 45,000,000’ [£1.63bn in 2026]. Of the 4,700 people killed in road accidents in 1952, writes Dr Glanville, 1,400 or 30% were killed in motor cycle accidents. He suggests: “From a strictly national economic angle it would, it appears, pay to fit all motor cycles of over 250cc capacity with sidecars free of cost to the motor cyclists.” On this basis it would seem that the Chancellor of the Exchequer was at fault when, ‘in the interests of safety’ he made his April Budget concession of a reduced road fund licence fee for combinations under 250cc.”

“THOUGH ENGLISHMEN COMPLAIN about the state of their roads, only a comparative few have any conception of the rugged conditions with which motor cyclists in less developed countries have to contend. This fact was brought home to Francis and Barnett, Lower Ford Street, Coventry, when they discovered that a considerable number of overseas riders were buying their competition Falcon 62 model and modifying it slightly for everyday use. It was therefore decided to satisfy this demand by producing a machine which would need no modification—a cross between a touring and a scrambles mount—and the result was the Overseas Falcon 65. A specimen of this type of machine, which is now also available on the home market, has recently been on test in the hands of Motor Cycling’s staff. The Overseas Falcon 65 is based on the current Falcon 58. It has the well-known tubular loop frame with Silentbloc-bushed swinging-fork rear suspension which employs oil damped spring units giving a total movement of four inches. Specially stiffened three-rate springs are used in the telescopic front forks to cope with rough going. These forks have a total movement of five inches. The 197cc two-stroke Villiers 8E engine is employed and is normally fitted with a three-speed gearbox giving ratios of 6.25, 8.75 and 16.6:1, but on the model under test the new four-speed box, with close ratios of 6.25, 8.45, 11.25 and 18.1:12, was fitted. It was seldom necessary to use the air lever when starting for, with the Amal carburetter well flooded, the engine almost invariably burst into song at the first prod of the kickstarter, Initially, the mixture was a

trifle too rich and hence the engine had a tendency to fourstroke, but this was soon cured. Owing to its high ground clearance the model felt very much the trials machine. The rider was seated on rather than in thy saddle and this imparted a feeling of hairsbreadth manoeuvrability which was amply supported by excellent handling qualities. Nevertheless, even a fairly short rider could plant both feet firmly on the ground when necessary; and this was seldom, since the model could be easily balanced at almost zero knots. Although mainly intended for rough terrain, the machine was used extensively for town riding. It was here that the usefulness of the new Villiers four-speed gearbox became apparent. Gear changes could be made swiftly and silently with almost featherweight pressure on the pedal, which had a very short travel, resulting in lively and effortless acceleration. And there was little or no trace of transmission roughness at relatively low revs, save when the throttle was opened too vigorously; it was possible to accelerate away from about 23mph in top without snatch. The handlebar controls were conveniently placed and easy to operate, the clutch being particularly light; and the combined dip-switch and horn button unit was well within reach of the left thumb. Both the rear brake and the gear-change pedals are adjustable, as are the footrests, but alteration in the gear-change setting necessitated the removal of the kick-starter, the two being mounted concentrically. The suspension was, perhaps, a trifle stiff for town use, but on the sort of ‘colonial’ going for which it was designed it smoothed out the shocks in truly exemplary fashion. On a loose gravel, pot-holed surface it was easier to spin the 3.50×19 Dunlop Trials Universal ” rear tyre than to lift the front wheel; and the 2.75×21 front tyre, allied with the wide steering lock and light weight, made path-picking a simple task at any speed. On the way to the rough stuff the weather, as though aware of our intention, gave vent to a downpour of near-monsoon ferocity. But throughout the tempest and the subsequent drenching in water-filled pot-holes, the engine never missed a beat—excellent testimony to the waterproof qualities of the close-fitting Villiers magneto cover. However as was to be expected, this amphibious treatment did bring home the fact that this is a machine in which performance counts more than the preservation of appearances. Not being sprung with the wheel, the narrow front mudguard keeps little of the road spray from rider or machine; similarly, its rear counterpart affords but slender protection. And although well shielded from the downpour by waders and coat, the

underside of the rider’s right thigh was spattered by spray from the rear wheel. It should be emphasised, however, that such a shortcoming is virtually unavoidable without impairing the machine’s ability to perform the job for which it is intended. And again bearing in mind the designer’s intention, the performance generally can only be described as impeccable. A high maximum speed cannot, of course, be expected with a top-gear ratio of 6.25:1. Similarly, the normal cruising speed was around 38-42mph. But this speed could be held all day and over any type of country within the rider’s capabilities. Hill-climbing, too, was outstandingly good, and on a gradient of one in six in a built-up area, after being slowed to about 20mph by struggling traffic, it was possible to accelerate smartly past in third gear and then change up without loss of speed. At night the 6in Lucas pre-focus headlamp gave a more-than-adequate beam for all speeds, whether it was fed direct from the flywheel generator, or by the 6-volt 12-amp-hr battery—either supply being selected by the headlamp-mounted. four-position switch. The battery was charged through a flat rectifier, which, mounted below the saddle, was amply protected and ventilated. Criticisms were few. Generally speaking, the machine’s components are admirably accessible, though for some carburetter adjustments it is necessary to loosen the unit at the intake stub—a simple task. The side-vent silencer, too, is easy to dismantle for cleaning, though by reason of its slight upsweep it does tend to hamper the adjustment of the rear wheel when using the tools which are available in the neatly-housed kit. Although, when used together, the brakes had satisfactory stopping power, the front unit felt somewhat spongy and did not inspire complete confidence. On the scores of comfort and appearance the Overseas Falcon 65 cannot, however, be faulted—save perhaps by those diehards who boggle at the sporty clearance of the front mudguard. Footrest hanger and seat adjustment make it a simple task to tailor the machine to accommodate any normal-sized rider with ease. And the durable black and chrome finish ensures that it is as comely as it is comfortable. A machine such as this, built virtually to user’s specification, cannot fail to have a wide appeal, both overseas and among those riders at home who like to mix rough stuff with their ride-to-work motor cycling.”

“WHEN I MOTORED into the old-world town of Schotten yesterday evening Friday, July 17 it was to find that a most extraordinary situation has arisen in connection with the Grand Prix of Germany, due to take place here on Sunday. The majority of the leading factory riders had inspected the 16.08km. circuit on the Wednesday when the roads were wet, and had unanimously decided that this was no place to go dicing for world championship honours on 500 or even 350cc machines. This morning, even as I write, the AJS, Norton and Gilera race vans are already on their way out of Germany, while Fergus Anderson has announced that neither he nor his Moto-Guzzi team-mate Enrico Lorenzetti will be competing. The MV fours have turned up here for the first time since the TT, but director Dominico Agusta has indicated that only the 125s will run. The reason for this spontaneous refusal to take part in the meeting is that not only is the circuit narrow—less than 16ft in places—but it is bordered on many of the fast corners by trees and—worst of all—the surface is extremely slippery at some of the most dangerous points. It is felt that with, perhaps, 10 men fighting for the lead a spill could involve not just one rider but them all. And there have been too many accidents already this summer. The FIM officials, faced with this unprecedented situation, had to choose quickly between cancelling the meeting; insisting that it went forward as a World Championship event despite the fact that few potential champions would be competing, or of achieving some compromise. They have chosen the last course. The meeting will be run—the organising club, the Deutscher Motorsport Verband eV, is too deeply committed financially to relish a cancellation—and the 125 and 250cc races are to count for the Championships while the 500 and 350cc races will not. Saturday, July 18. The practising ended this morning in dismally wet weather. DKW and NSU factory entries remain in the programme, and an Englishman, Len Parry, has put in fastest 350cc times as a member of the DKW team. And there is a distinct possibility that Carlo Bandirola will start on an MV in the 350 and 500cc events and will be joined in the Senior race by Gerhard Mette, who is no longer a member of the BMW team. Works interest in the major class is assured, anyway, by

the presence of three BMW. By far the most important thing that has happened today, however, has been the meeting at which CSI president Piet Nortier and a very embarrassed Emil Vorster who, as sport-president of the DMV, is responsible for the German GP being run at Schotten, faced a strong deputation from the German Press. Nortier explained the action that the FIM had taken and made it clear that he was in sympathy with the riders. So am I, incidentally, since I have had the opportunity to see the appallingly dangerous state of those parts of the circuit where smooth concrete has been patched with glistening tar. But what was of particular interest was the fact that the Pressmen, almost to a man, demonstrated that they, too, agreed with the decision that had been taken—although, as Germans, they must obviously have been disappointed that the status of the meeting has been so seriously affected…I came here to write a report of a road race meeting. Instead 1 find myself involved in the politics of the sport. But that, unfortunately, is the way things are just now in international motor-cycling—as is demonstrated by the campaigning being conducted by the Germans behind the scenes this very week-end to secure a boycott of this year’s 1SDT because it is to be run in Czechoslovakia. Sunday, July 19. After a night of rain, the sun has come out. But with the overhanging trees, the road remains wet and the start of the seven-lap (69.9-mile) 125cc race has been delayed from 9.30 to 10.15am. There only 18 starters, and with the absence of the Morinis, it is a straight contest between the five German NSU factory riders, who include Werner Haas. and the MV trio—Ubbiali, Copeta and Englishman Cecil Sandford. Sandford. from the third row, goes straight into the lead, but he completes the lap with Haas right on his tail…Sandford has put the lap record up to 68.06mph but Ubbiali has lapped at 69.24mph. Sandford disappears on Lap 3, and Ubbiali has gone into the lead…Despite a record-breaking

last lap by Haas, Ubbiali stays in front to win. On the line for the 10-lap 350cc race are 35 riders, who include Bandirola with the MV four, and a DKW trio consisting of A Höbl, K Hofmann and Len Parry. The rest of the field is made up of private owners, mainly on British machines, and among them are the Australians and New Zealanders who have been doing so well on the Continent this year, and several English ‘Circus’ performers. Parry sets the pace all the way from the start to the top of the long climb to Poppestruth, but is there reported to have retired and at the end of the lap Höbl leads by a short head from New Zealander Leo Simpson (AJS) and Bandirola. Höbl is well ahead in another lap. Bandirola is second and Simpson and Ken Mudford (AJS) are scrapping for third place. Hofmann and George Scott, of Australia, are contesting fifth placing. Höbl has- come within 1mph of Geoff Duke’s 1952 record lap speed of 77.31mph. But just when it looks as if the German rider is going to run away with the race—he is gaining 15 seconds over Bandirola on each lap—he coasts in at the end of the fourth circuit, with all three plugs oiled on the long run down to the pit area. By the time they have been changed he is back to eighth place, behind the leader and Mudford, Simpson, Hofmann, Scott, F Klager (Horex) and Irishman Bob Matthews (Velocette). The inevitable happens when he tries to catch up. A slide on one of the greasy curves brings him into contact with the straw bales and bends the model, so that he has to retire at the pit. Meanwhile, Hofmann, who had come off on the opening circuit, has moved into third place. And to the great excitement of the crowds he overhauls Mudford to become second—albeit, nearly 1½ minutes behind Bandirola—as he completes the eighth lap. There is no change among the leading three after that, although several of the private owners—among them Simpson and Matthews—disappear from the scene without a word from the organisation to say what has befallen them. And, easing up appreciably, Bandirola completes his winning ride, still comfortably ahead of Hofmann. Among the score of competitors in the nine-lap 250cc race are the five NSU factory men, the same DKW trio who have just raced in the 350cc event and Alano Montanari on a works Guzzi. Parry has two attempts to start his DKW and eventually gets away about two minutes behind the rest of the field. Werner Haas is setting the pace, well ahead of Höbl, whose DKW is followed by the NSU twins of Reichert and Daicker. Montanari lies fifth, despite a tumble. Haas is actually lapping at a higher speed than Bandirola ever achieved in the 350cc race and by the end of the fourth circuit,

which he covers at the record average of 75.76mph, he is more than 30sec ahead of Höbl…On the higher part of the circuit, away to the east, it is now raining heavily, and it would seem that Daicker has come off, for Montanan is third next time round and there is neither sight nor news of the NSU veteran until he rushes past in seventh place, just ahead of Sid Willis (Velocette)…Haas, having been off, has slowed and there is a possibility now of the lone works Guzzi challenging for the lead. There is no great excitement, however, for the German manages to maintain the gap between himself and his pursuer during the final stages. Now comes the 500cc race covering—oh, how unfortunate!—13 laps. Apart from the three works BMWs in the hands of Walter Zeller, Hans Baltisberger and Hans Meier, it looks as if all the field of just over 30 will consist of private owners, for neither Bandirola nor Mette have brought their MVs to the line. No MVs, but it would be wrong to say there is no opposition for the BMWs—at the end of Lap 1 Zeller has HP Müller on a Horex single on his tail, and while two of the four riders fighting for third place are the other BMW team men, the others are the Belgian, Auguste Coffin, and the German, Karl Rührschneck, both on Manx Nortons; and Leo Simpson on his Matchless is scotching along behind. Baltisberger moves into second place, but Meier drops back to eighth on Lap 2. While the sun shines at the start, it is raining in the hills and conditions are as bad as could be. Zeller, who is holding his lead, is lapping considerably slower than was Haas on the 250, and by the end of the fourth lap—when the order of the first eight is Zeller, Baltisberger, Müller, J Collot (Norton), Simpson, Meier, Rührschneck and K. Bryen (Norton)—more than a third of the competitors have slid out of the race. And with it beginning to rain all round the circuit, the leader’s 71mph average promises to drop still lower. In mood with the race is the thunderstorm now breaking overhead…The race drags on, with Meier, Bryen and Collot fighting for places, providing the only excitement. During Lap 10, Bryen, who is keeping ahead of Meier, has the misfortune to have his ht lead come adrift from the magneto and has to halt at the pit for repairs by his attendant, Ray Amm. In the end Zeller has more than 2min in hand over his team-mate Baltisberger.”

“YORKSHIRE IS FORTUNATE in that torrential rain seems to affect the moorland trials sections but little. On the days preceding the Allan Jefferies Trial, a mid-summer national event organised by the Bradford&DMC on July 18, thunderstorms severe enough to make some roads impassable broke over the Broad Acres. No sidecars featured—a minimum of 10 entries was required—and thus the main award, the Allan Jefferies Trophy won in clear-cut fashion by John Brittain (350 Royal Enfield), was unsupported by an ‘opposite class’ best performance. The route followed the customary plan, incorporating 60 miles of moorland road and track, in which were sited enough observed sections to satisfy the most rabid enthusiast. No complaints could possibly be made in this direction, for there were, in all, 13 observed sections, subdivided to provide a total of 41 hazards on which a rider could lose marks. Stretching the prescribed limit of 150, a total of 164 entries was received.”