newsletter no 28page 17 book review - villiers everybody's engine page 22 the birth of...

44

Upload: others

Post on 06-Jul-2020

0 views

Category:

Documents


0 download

TRANSCRIPT

Page 1: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 3

Page 2: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 4

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

Page 3: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 1

Contents

Cover Pic.. (Amulree)That young whipper snapper and club member Bill Snelling, 36, riding in a pre' 65trial at Salisbury in 1983. Bike is Bob Thomas's 1931 Douglas Light 500, socalled because it was pared down to a specific weight to qualify for a cheaperroad fund licence. Note the rear tyre- so hard that very little air was needed!

Editor: Job Grimshaw Sub Editor: Harley Richards

Page 2 Secretary's Notes

Page 3 New Members

Page 4 Chairman's Chat

Page 5 Yellow Belly Notes - "A Indian Summer"

Page 8 Resuscitating the Donkey - Ray Knight

Page 12 VMCC Trials Results

Page 13 My Last Race - Cyril Taft

Page 17 Book Review - Villiers Everybody's Engine

Page 22 The Birth of Excelsior

Page 25 Sons of Thunder - Pt2 - Allan Jermieson

Page 30 Just another Velocette Racer? - Dennis Frost

Page 33 Motorcycles - Part 3 - Bob Thomas

Page 39 Fixture List

Page 4: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 2

Secretary’s NotesHi Everyone,

You will find, in this edition, next year’s fixture list incorporating the trialslist coloured in red. For the road runs the start venue and time is detailed butnot the finish venue, as sometimes changes have to be made. Full details canbe found on our web site before the run, or give me a call on 878242 beforethe run when I can give you the finish details. You will also notice that theClub Nights are not necessarily on the second Thursday of the month, this isto avoid other events. I do ask all members to check your fixture list and keepit safe. A lot of Committee time goes into arranging these dates so as not toclash.

The Annual Dinner has been rescheduled to Saturday January 14th, and is tobe held at Mount Murray. Tickets priced at £15.00 will be available fromCommittee members. The ticket price has been heavily subsidised this yearin the hope that more of our membership will attend. Our aim is to liftattendance to at least 150 persons this year. The meal will be more “up-market” than hitherto and entertainment has been arranged that should pleaseeveryone. More importantly, for the first time in the Section’s history ourGuest of Honour will be the Island’s Governor, His Excellency the Lieuten-ant Governor Mr. Adam Wood. In our view it is a great honour to have HisExcellency with us to present the awards. Hopefully, this, plus the price, plusthe food, plus the entertainment will persuade you all to swamp us withdemands for tickets. We need you to support our hard working Chairman andCommittee.

Your Committee has already started work on the T.T. Rally, the M.G.P.Rally and the VMCC Festival of Jurby. We are also working closely with theGovernment to bring about more enthusiasts to the Island, particularly forthe Manx Grand Prix Festival fortnight. As you may have seen from thePress reports, the numbers attending this years Festival were well up. TheVMCC Isle of Man Section can pat itself on the back for playing a major rolein that success.

Page 5: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 3

The Lakeland Rally [Harry’s Run] is being organised once again for departFriday July 6th return Tuesday July 10th 2012. Every year the LakelandSection gives us a great welcome. The Hotel that we stay in accommodatesus in a very friendly, welcoming manner and the Steam Packet Companyoffer us a discounted ferry crossing. For friendship, scenery, gentle ridingand a good laugh, you will not better this event. Phone Roger Halliwell on675149 or myself on 878242 for further details.

The road runs have been well attended in 2011, but would be even better ifmore of you supported them. We shall continue to offer free tea and buns etcat the end of each run, for as long as the Section can afford it, and even if youare unable to ride on the run itself you are most welcome to join us at therefreshment stop afterwards.

We are also planning for Jan-Feb a film night at the Peel Centenary centre.A full screen, tiered cinema seating show with refreshments, showingarchive film from VMCC HQ Library by Castrol, Renold Chain, Shell,Ferodo etc. Featuring Trials, Scrambles and road Racing but, for a change,not from the Isle of Man. Hopefully we can fill the Centre which seats 200max. A nominal fee will be charged for the evening, and we really need yoursupport to make this a very popular event. Till the next time, happy riding.

Tony East

Page 6: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 4

Dear Members,

Another year nearly over and we are well into the winter series of club nights atKnock Froy, all our events this year have been as popular as ever, so we must bedoing something right. The committee have already started on next years events andhave had meetings with various interested parties, more info to follow.

The annual dinner and prize giving will be at the Mount Murray hotel and countryclub on January 14th 2012. I am pleased to tell you that the Lieutenant Governor ofthe Isle of Man, Adam Wood will be attending, this should be a good night, and allfor only £15:00 per head. Your club is subsidising the evening to the tune of 50%,this being achieved through careful budgeting and hard work throughout the year.Reserve you ticket now by contacting me, or any committee member. Tony hassecured some period motorcycle films for a show in January, details in this mag orfrom Tony.

It only remains for me to wish you all the Compliments of the Season and happyand safe riding for 2012. If you have any new ideas for runs or events I am alwayspleased to hear from you. Keep between the hedges.

Richard

Chairman’s chat

A FILM SHOW WITH A DIFFERENCEFriday January 27th 2012 at Peel Centenary Centre

Sponsored by the Vintage Motor Cycle ClubIsle of Man Section

Two and a half hours of professional films from yesteryear, FeaturingTrials, Scrambles,Road Racing and 3 wheel racing. On loan from the

VMCC HQ Library.

Come and support us, £3 entry fee, with light refreshments available.This is something different, be involved from the start. Tickets

available from Tony East 878242or email tonyeast@ manx.net

Page 7: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 5

Yellow Belly Notes

Pic. 1

Owners club meetings at the MGP give the onlooker a chance to talk toenthusiasts of their chosen marque. The turn out of Indian motorcycles wasfantastic and it was no surprise that the owners were friendly, knowledgeableand keen to discuss all things Indian.

The chap in Pic 1 had assembled this racer from authentic parts which he hadtracked down from all over North America. He was a top man and to call thebike a replica would be to do it an injustice. It was the nearest thing possible

to a 1911 T.T. racer.Indian had a cleansweep in the SeniorT.T. that year withO.C.Godfrey, C.B.Franklin and A. Moor-house taking the hon-ours.

To celebrate that cen-tenary, owners and en-thusiasts had travelledfrom Europe and theU.S.A with their fabu-lous bikes.

Pic 2.Made in SpringfieldU.S.A., the Hendeemanufacturing Com-pany produced Indianmotorcycles until themid 1950s.

An Indian Summer or m’mmm Springfield

Pic 1

Page 8: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 6

Pic 3.

Pic 2

Page 9: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 7

At the VMCC Jurby Classic Festival this fabulous example of a cherishedand used four cylinder, was one of the many on display.Pic 3. It was good to see so many of these bikes in what I call “oily rag”condition. Congratulations to all I.O.M. members for a great day out.

Many years ago, I produced a series of illustrations for a now defunct motorcycle magazine and I came across this water-colour of an outfit I had seenon the Pioneer Run. Pic 4. It was not done as a technical illustration, butmore an attempt to give an impression of the shades of red in the paintwork.Maybe that’s why it was never published!

Pat Sproston, Louth, Lincolnshire

Footnote: At the “Milestones of the Mountain” parade at this years T.T, aCanadian built replica of a 1911 580cc Indian racer was due to lead the packaway. Sadly it did not make it to the grid. That bike was for sale at theBonhams auction at Stafford on the 16th October. It was sold for £18,4000.

Pic 4

Page 10: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 8

The prospect of recreating my 1968 Daytona Production Race winner forthe Millennium Lap of Honour seemed easy enough at the time......

From an abandoned project, the motor came in  three boxes of bits andpieces, many covered in thick oily ‘gunge’ and the aluminium parts werepositively growing a grey coat that pitted the alloy; an interesting jigsaw. The‘donkey’, seemed to have had something of a chequered history havingstarted life in 1972  as an export model to the US of A. The 'chequered bit'was the fact that it spent some time underwater and it had probably seized.The original barrels had been scrapped.

Resuscitating the Donkey

Give it some ‘ammer Ray!

Pic: Spannermann

Page 11: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 9

The crankshaft and rods seemed the logical place to start. It was to berevealing, eventually. The rods were still in place. But when removed fromthe crankpins revealed standard shells in reasonable nick. The pins toolooked OK. So far so good, but it’s easy to get complacent. Now startedsomething of a struggle that I would remember. It's vital to clean out thesludge trap on unit Triumph twins, for that matter, any motor that has such aprovision. You simply unscrew the plug on the end of the crankshaft toremove the sleeve residing within, clean out the debris and you have a niceclean crankshaft. That’s what it says in the handbook anyway. Oh well.

The plug was secured in place by ‘pop’ marks in the bob weights to peenmetal over the plug to prevent it ever coming loose. It was easy enough todrill them out and apply  a large driver to the screwdriver slot in the plug. Iapplied considerable pressure, to no effect. Next, a mole wrench applied tothe shank of the driver to add to the leverage gave much increased exertion,but no sign of movement. Hmmm!! Heat sometimes works wonders, so thecrank went into the oven.

Musing on the need for increased leverage, I unearthed a long forgotten veryold joiners driver about three feet long, but even that made no impression.Neither did the lump hammer and impact driver to which I finally resortedafter much  exasperating heaving and sweating. By this time the driver slotwas looking somewhat sad in mute testimony to my brutal ‘mechanicing’.

The thing was beginning to annoy me. A centre punch and light hammerwielded with some frequency, I thought, would eventually shake it loosewith the vibrations.  Soon it became ever more difficult to find virgin metalunsullied by punch marks. So the hammers got larger until eventually thelump hammer came back into use and here dear readers, I should draw a veilover the resulting butchery but record  that I simply chewed lumps out of theplug without it moving so much as a thou.

Somewhat dismayed by the sight of what was by now left of the head of theplug, it was clear that there was but one more route available to removing therecalcitrant plug; drill it out. I now had visions of wrecking the thread andrendering the crank to a pile of classic scrap; crap might be more applicable.So I opted for a halfway house

Page 12: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 10

I got three holes drilled closely together down through the plug. With thecrank in the vice and an old driver hammered into the created slot, I brokethe driver. Next with enlarged holes drilled, I hammered a chisel into theholes until it was very firmly wedged in place and by now I was beginningto break out into a sweat again, and this was in the middle of December. Themole grip wrench applied to the chisel served to further mutilate the surfaceof the chisel but did little else other than increase the frustration of this - noI won't say mechanic, to new heights.

Well, I thought, ‘Shomething’ or bust.  I hammered the chisel into the plugever deeper and put my foot against the bench and using a 24 in plumberspipe wrench applied to the chisel and heaved more mightier yet.  As thechisel began to twist like liquorice, there was a crack like a rifle shot as theplug gave up its tenacious grip on the oilway thread. It turned, the wrenchslipped off the shank of the chisel and I shot backwards and my unscheduledtrajectory finished with me in a somewhat confused and disorderly heap onthe floor with my sit upon planted firmly and painfully into the box of bitsof metal that might one day be useful --- painful!.

I was about to find out the truth of the alleged seizure, as the crankshaftoilway proved to be so utterly blocked with the solidified sludge of ages ofabuse that the debris was totally solid. In fact it was so impacted thateventually I resorted to a half inch drill to clear a way in. With sludge trapsleeve revealed, the next problem was simply how to get it out.

Now, I had an old blacksmith’s round file about three quarters of an inch indiameter. It locked nicely into the tube, but it did seem that I was faced withanother job out of the bodgers book of top ten tips. However, in spite ofvigorously exercising my ex-naval vocabulary ,  it simply refused to extractthe tube. Grrrr! Again! Now for some real inspiration. I drilled the tang ofthe file and forced a six inch nail into the hole and then used it upon whichto hammer the rollickin’ hell out of it. And the tube came out.  After that itwas a case of rough emery strips in a slotted rod  in an electric drill to clearout the solidified crud of ages from tube and oilway. And the crankshaftthread was not even damaged.

The replacement barrels that had come with the jigsaw puzzle turned out tobe a  whopping 070 overbore; frankly I never conceived of such a size. But

Page 13: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 11

even so the barrels didn’t look too thin. They had been freshly bored but thelot was covered in so much accumulated crud that I couldn’t even poke adriver through the ‘fin tunnels’ between the bores to clean out the ‘poo’. Themuck was almost as solid as the sludge trap had been. Nevertheless a longsoak in the paraffin bath eventually loosened it enough  to enable removal ofthe burnt on oil and road filth of ages. When they were cleaned up, thebarrels even got a coat of spray-on matt black heat resistant paint.

That was the good part ---------The bad was that, when the barrel and pistons were in place, the motorwouldn’t turn all the way over; something would go ‘clunk’ and the motorlock solid.  The piston skirts of the American made pistons were fouling theflywheels. Inspection of an old (seized) one revealed that the originals hadskirts of a different shape; much more rounded. The solution was to file thenew ones until the shape was the same as the old at that point.

The thread on the crankshaft had been slightly ‘bruised’ in its travails and sothe  nut that came with the 'Daytona -do-it-yourself kit’ wouldn’t start.Possessing a set of needle riffler flies I was able to clean up the first threadand the nut eventually started.

I should have known! Three threads on and things ground to a halt. It didn’twant to go any further even with my insensitive fingers on the end of thesocket bar. Borrowing a  thread gauge, I found that the crankshaft threadproved to be 18tpi, the nut 14tpi. Some of these later engines had a mixtureof threads, designed I’m sure, to catch out the unwary restorer. A loan of thenecessary die cleaned up the crankshaft OK. So all was not lost, but this wasjust one more ‘incident’ that will have the professionals among  youconvulsed with mirth, if not incredulity, at the travails of  one amateur‘mechanic’.

Merry Xmas Ray Knight

Page 14: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 12

VMCCTrials Results

The Dhoon QuarrySun 20th of November

VMCC Members A Route

1, Shaun Huxley (James) 0 marks lost;

2, Kevin Whiteway (Honda) 1;

3, Graham Thomas (Honda) 2 (31 cleans);

4, Andy Sykes (Rigid BSA) 2 (30 cleans);

5, Phil Ward (Yamaha) 4;

6, Chas Watson (Yamaha) 5;

7, Stuart Clague (Fantic) 10;

8, Jim Davidson (Triumph) 14;

VMCC Members B Route

1, Ashley Gardner (BSA) 10;

2, Mike Ellis (Yamaha) 12;

3, Steve Taylor (Honda) 23,

4, Richard Bairstow (Yamaha) 24;

5, Chris Procter (Ossa) 28;

6, Mike Ulyatt (Yamaha) 38;

Invitation A Route

1, Sammy Ball (Fantic) 0;

2, Oliver Megson (Yamaha) 0;

3, Ralph Mooney (Montesa) 0;

4, Richard Skillicorn (Gas Gas) 1;

5, Paul Smith (Suzuki) 3 (Furthest clean);

6, Daniel Woods (Beta) 3;

7, Gwilym Hoosen-Owen (Gas Gas) 9;

8, Nigel Woods (Fantic) 11;

9, Mark Moyer (Sherco) 12;

10, Paul Ansermoz (BSA) 15;

Invitation B Route

1, Paul Doherty (Yamaha) 1;

2, Russell Millward (Fantic) 2;

3, Justin Warby (Gas Gas) 3

4, Brian Kinrade (Beta) 13;

5, Dave Haynes (Triumph) 15;

6, Gary Smith (Montesa) 17;

7, Matt Bond (BSA) 28;

Youth A Route

1, Dan Smith (Beta) 1;

2, Ashley Gardner (Gas Gas) 10;

3, Luke Smith (Gas Gas) 19;

Youth B Route

1, Thomas Cairns (Beta) 3.

FLOGGERS CORNERLathe for sale - LOGAN 10 inch swing

Contact Les Austin on 878686

Page 15: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 13

Cyril Taft was one of those individuals who took any happening as thenormal state of affairs. The fact of being the father of ten children was to himjust normal, though he admitted that the job of rearing them bordered on themiraculous. He certainly relied on the fact that all things are directed andcome out right in the end. The record he established in 1949, when, aged 46and the father of nine, he won a race in the I.O.M. at his first attempt, shouldstand for all time. His reply to a note from the editor of the TT Special wastypical of his outlook on things. He wrote as follows:-

“Dear Geoff. Have been delayed doing the write-up. Tenth child arrivedthree weeks ago, followed by 'flu all round. What a picnic! Cyril.”

Several things which had happed to me in the past contributed to that“little extra” that allowed me to win the Clubman's Lightweight T.T.in 1949. After all, a slide is not so fearful a problem after six years

professional speedway racing. Further, being more interested in tuning thanriding on the dirt, I had picked up a few clues that were useful when it cameto tuning a 250 Excelsior. I had long since got past the nervous tension thatis usual in a first T.T. Race. Finally the T.T. Course had no bad psychologicaleffect on me, because a bend is a bend to me, whether in the I.O.M. or

MY LAST RACE

Cyril flying down Bray Hill Amulree

Page 16: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 14

elsewhere. So I must admit that I felt quite confident when I faced the starter.The last thing I expected was a win – that was the shock of all shocks. Butread on, because I write as it comes to me.

I have always got a tremendous kick out of watching the T.T. races duringthe last 25 years, and have thought that perhaps, one day, I might get thechance to ride myself. The Clubman's series seemed to offer that chance evenat this late stage of life – so over to the 1947 Clubmans to see how it wasdone. Yes, it could be done. Must get a try-out this season. My B.S.A. Twinwas duly fitted with two carbs. (probably the first to be so), and entered forScarborough. Got badly slated by the domestic department and had to dropit, but a few weeks later entered Dunholme and told no one. The B.S.A. gotme a fourth in the three lap race (40 starters) and I was lying about seventhin the 100 mile event when I went out with a leaking petrol tank at the 90thmile. But the try-out had said: “Yes. Have a Go!” I entered a Rapide in goodtime for the 1948 Clubman, but got slung out with the rest of the

The winner! - Cyril gets his victory hand shake. His 250 Excelsior sported homemade rearsuspension. Race speed was 68.10 mph.

Page 17: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 15

unfortunates. The domestic weather situation was somewhat “unsettled”; soI decided to come down to a 250cc for 1949. It took some time to find, but Iacquired a 1939 Excelsior Manxman that looked good. Reduced it to littlebits before Christmas, but landed in hospital on 8th January for a nice quietstay of three months. Sent off the entry while still laid out. It caused athought, so to speak, but seemed a normal thing to do.

It was long and hard work in April and May, tuning, assembling and fittingmy own idea of a spring frame. I had a grim determination to to do all thework before getting to the island so that it would be a holiday, mainly.

On arrival, I paid Albert Moule & Co., a visit at their workshop where theywere busy – working! Roared with laughter a the darned fools, mentioningsomething – organisation!, and told them I had come for a holiday. Albertsmiled one of his sweet smiles, and said little. I went out on my first practicethe following morning and did two laps. Finished with no brakes to speak ofand discovered several snags in the rear springing device; but made thefastest time in my class. At breakfast, Albert Moule, with a broad grin,enquired how the holiday was going – he had heard of the vast amount ofwork I had in hand. I replied: “Later”. (And it was later too – the holidaycame after I had finished the race!).

The engine blew up at the 13th milestone on the following practice period,causing me to miss the next time out. In all, I did five practice laps which,added to five touring laps the year before, constituted my total “lappery” ofthe T.T. course. Ninety-nine and a half per cent hard work, half a per centholiday – that's just how it was. But I got the model ready in time. It, and I,were on the line on race day.

My knowledge of the course was first acquired by hours of study of thedetailed description of it in “The Story of the Manx” - this after a few lapstouring in 1948. Finding that it was possible to get through certain sectionsat full bore, such as from Union Mills to Greeba Castle (three miles) KirkMichael Corner to Ballaugh (three miles) and so on, simplified mattersconsiderably . The major bends I did not bother about, simply shutting offvery late, grabbing for everything and just scrambling round. There were twoplaces, however, that frightened me particularly – Bray Hill and KatesCottage. One day I took them both absolutely full bore, and that was the endof any worry about them; make your mind up and do it, sort of style.

Page 18: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 16

On the line at the start I felt good. The awful backache (hang over from thehospital do) from which I had been suffering, had gone after a few days“holiday”. I felt fit and ready to enjoy myself. Down went the flag and I gavea nice swinging kick. Nothing happened; but Frank Cope, my companionon the line, shot off after one kick, leaving me still prodding away.Theengine fired at last and I passed Frank before the bottom of Bray, catchingfour of the five early starters before Ballacraine. From then onwards I hadthe road to myself until the second – and last – time round at Ramsey. I hada “comfortable” run up to that point, except for a horrible two-wheel slide atBedstead on Lap one, so at Ramsey I said to myself; “This is precisely whereone decides to get home”. I managed to remember this until I reached theGooseneck. Then I must have forgotten, for the father and mother of thewickedest slide occurred. Women screamed, etc., etc., but my speedwaytraining helped me, and I managed to hold it. Well, oil was the answer to thatone; the bike was floating in it.

So with a firmer resolution to get home, I eased down on the major corners,but kept flat on the tank on the rest, as indeed I had been all the way.Watching the revs go up over 8,000 towards Brandish, I thought: “My word,I'm whizzing in top”, and in a flash realised I was still in third! Dabbed fortop - over 7,000 at that - and so on to the finish, with oil on the brain!I look back with a great thrill on over 20 years of racing and on the climaxof them, which was my little win in the Clubman's 250, 1949. And so with awife, ten children, and age of 47, they must remain, “Those were the Days”.Too bad; but of course, there is always the rising generation ......

Cyril TaftAcknowledgements to the TT Special

Page 19: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 17

From the 1920s to the 1960s Villiers certainly were everybody’s engine:From the insurance man’s auto cycle to the Atco lawnmower, to the myriadof lightweight motorcycles on which we learned to ride and commute. Howmany people know that this sprawling empire that went on to rule the worldof small capacity two-stroke engines, was in fact founded by John Marston,maker of the superb Sunbeam cycles and later motorcycles. On finding thatthe available cycle pedals were not up to his standards, Marston importedmanufacturing machinery from the American firm of Pratt and Whitney tomake his own and to supply the trade. With the success of this outlet a new

BOOK REVIEW

Page 20: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 18

independent company, the Villiers Cycle Components Co., was formed, runby son Charles, situated next door on the corner of Villiers Street, Wolver-hampton.

Villiers made many developments within the cycle industry, but it was theirimproved lightweight free wheel that put them on the road to financialindependence and by the mid 1950s they were producing over four milliona year. When Sunbeam entered the motorcycle market in 1912, CharlesMarston decided to concentrate solely on engines to feed the many fledglingmotorcycle manufactures of the day. Villiers first engine, a 349cc four-stroke was built in 1912, but was superseded in 1913 by a Frank Farrer-designed 269cc two-stroke engine that was an immediate success. By 1928there were 200,000 Villiers-engined machines on the road, used by 20different manufacturers. Having suffered at the hands of outside suppliers,Villiers designed and patented their own flywheel magneto and in 1927 therights to the Mills carburettor were purchased and produced as their own,virtually unaltered, until their demise in 1967.

This excellent, well-illustrated reference book includes sections on: Bicycleproducts; Between the wars; The War Effort; Civilian Life; The SportingEra; Design Derivatives; Multi-cylinder engines; The Starmaker; NortonVilliers; kart racing and industrial engines. Other makes of two-strokeengines are described, along with after-market conversions and the classicscene. The list of Villiers engine users is truly immense, and as far asmotorcycles are concerned it’s like a who’s who. A very useful and well-illustrated potted history of most of these marques is also included. Fullcredit to authors Carrick and Walker and designer Alan Wilson.

Authors: Rob Carrick and Mick WalkerDesigned and published by Redline Books,

2 Carlton Terrace, Low Fell, Tyne & Wear NE9 6DEwww.redlinebooks.co.uk

Softback, 210 x 205mm, 288 pages,with over 250 photographs and illustrations.

ISBN 978-0-9555278-4-5Price: £29.95

Book reviewed by Jonathan Hill

Page 21: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 19

Page 22: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 20

Bikes as far as the eye can see…

Page 23: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 21

VMCC 2011Festival of Jurby

Page 24: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 22

The family photo album of W.H.Carson, Excelsior'sdriving force in the pioneering years, has recently cometo light and fascinating it is too.Bayliss, Thomas and Slaughter was established in 1874 as cyclemanufacturers. Slaughter left the concern and it was re-named Bayliss,Thomas and Co. with a brand name of Excelsior. In 1896, they startedexperimenting with motorised cycles and by 1902 Excelsior motorcycleswere being produced under the guidance of well-known racer Harry Martin.When Martin left the firm in 1904, Carson took over the reins as chiefdesigner and principal executive. By 1905 he was pushing the boundariesby offering a tricar and in 1910 he moved the Coventry-based company intofour-wheeled car production with the Bayliss-Thomas - so named to avoidconfusion with a Belgian car manufacturer called Excelsior.

The shop in Gray's Inn Road, London, believed to be 1908. Carson is in thedoorway holding the bicycle.

Page 25: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 23

Carson appears to have been determined to prove that Excelsior motorcycleswere reliable and, judging by the album, he seems to have specialisedpersonally  in road trials and hill climbs with large capacity sidecar bikes,culminating with a machine powered by the 810 cc single cylinder engine,known as the "Hill climb model". We know that he competed in the ColmoreCup trial in 1913, and in the Coventry & Warwick motorcycle club teamtrials and Yorkshire's Rosedale Abbey Bank hill climb in 1914.

WHC climbing Rosedale Abbey Bank, 1914, on the 814 cc Excelsior single and sidecar.

Carson resigned from Excelsior in 1924 and took up an executive positionwith Mills-Fulford Ltd, the sidecar specialists of Crown Works, Coventry.The family also set up a garage in Sheffield, as Carson & Co., selling andrepairing motorcycles and bicycles.

The photos have been tracked down by author Paul Ingham and a selectionappears in his new book "Excelsior and its Racing Rivals" (available from

Page 26: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 24

Lexicon Bookshop, Strand Street, Douglas,  or via Paul's website,www.ilkley-racing-books.co.uk). (152 pages, paperback, about 250 b&wphotos).

As well as the Carson shots, the book offers a comprehensive photographichistory of racing in the '20’s and '30’s through Excelsior and its major rivals,such as Cotton, CTS, Dot, New Imperial and OK Supreme. The Foreword isby the legendary Bill Smith, whose career began with victory in the 1956Southern 100 aboard an Excelsior Manxman.

Raymond Ainscoe

October 1914, WHC takes nine boy scouts off to camp.

The Annual Dinner is on Saturday 14th January 2012at The Mount Murray Hotel and Country Club

7.30 for 8.00pmTickets £15 - Ring Tony East on 878242

Page 27: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 25

However at the end of that month Lawrence had an accident whenreturning to Bovington from a trip to London, and Boanerges [his first Mk1] was badly damaged. He had been let off unexpectedly early from duty“...leaped for my bike, raced her madly up the London road…Hounslowby 1.20pm…3 hours less 5 minutes. Good for 125 miles: return journey10 minutes less… Bust the bike just outside camp. Ran over broken glassbottle, burst front tyre, ran up a bank and turned over. Damage to self nil;to bike somewhat...”

In May of that year he told Lionel Curtis “..I sleep less than ever…eatbreakfast only… When my mood gets too hot and I find myself wanderingbeyond control I pull out my motor-bike and hurl it top-speed through theseunfit roads for hour after hour. My nerves are jaded and gone near dead, sothat nothing less than hours of voluntary danger will prick them into life…”

Sons of ThunderPt 2 - The Superior motorcycles of Aircraftman Shaw

George Brough on his SS100

Page 28: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 26

At the end of June he described to Lionel Curtis a Sunday ride to Wells withhis friend Snowy White. On the way there he swerved to avoid a bird andmounted the verge. It seems at this point that the Brough was fitted with asidecar, as the bird “dashed out his life against it”.In November he wrote to Lord Winterton that “the bike is often being laidup, since it is a costly item”, which perhaps indicates that early Broughs werefairly high maintenance.

By the end of the month Lawrence had found Clouds Hill and was busymaking it watertight – on December 22nd he wrote Mrs Hardy that theBrough [his second] had been “borrowed by a villain who rode herignorantly and left her ruined in a ditch”. The “villain” was in fact himself– he had skidded on ice and crashed, injuring his knee, ankle and elbow. TheBrough was far from ruined, needing new mudguards, footrests andhandlebars, and by Christmas Day he was writing to the mother of his friendArthur Russell, planning to visit her in Coventry “…We’ll come up byBrough, & that means you will hear us long before you see us. As he[Arthur] says ‘I like a bike with a good healthy exhaust.’…”

Clouds Hill

Page 29: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 27

Writing Mrs Shaw in March 1924, Lawrence hopes he will manage to seeher husband’s play “St Joan” “… My bike will probably let me see it one ofits nights if it goes properly …”. He had twice called on the Shaws but notbeen admitted by their staff either time due to his appearance after a 150 mileride “…the grime and oiliness of those dark 150 mile dashes… were thickupon me… the guardians of your entanglement couldn’t pierce through themto see the harmless softness of my face ...”

In August of that year T.E was in trouble with the camp adjutant “…forimpertinence – passing an officer at more than twice his speed…” on theBrough.

In February 1925, in one of his letters to Trenchard , he records, “...lastSunday I rode to Yorkshire [from Dorset] and back, averaging 44mph, justfor fun...”. For that time of year, on the poorly surfaced roads of the day, thiswas a serious ride of some 600 miles.

Lawrence still hoped to be allowed to transfer back into the Air Force, andeach year wrote Trenchard, its chief, appealing for his case to bereconsidered. The stumbling block was not in fact Trenchard, who wassympathetic, but the Air Minister Sam Hoare, who for reasons best known tohimself was bitterly opposed to Lawrence being allowed to rejoin the RAF,and vetoed the proposal each time. However Lawrence had enlisted the aidof John Buchan, lawyer and famous novelist, but also an influential figurepolitically and eventually destined for the Governor-Generalship of Canada.Also in Lawrence’s corner was George Bernard Shaw, who was concernedthat his friend might commit suicide if disappointed again, and pointed outto the Prime Minister, Stanley Baldwin, the “appalling scandal” that wouldresult if this happened. Alarmed by this, Baldwin directly over-ruled Hoareand instructed that Lawrence’s wishes be granted and he be re-admitted tothe RAF “on his own terms”.

In July 1925 Trenchard signed the order approving Lawrence’s transfer tothe RAF. Lawrence wrote John Buchan “…The bike [Boanerges is hisname] did 108 miles an hour with me on Wednesday afternoon. I think thenews of my transfer has gone to its heads [cylinder heads, of course] .. I oweyou the very deepest thanks. I’ve been hoping for this for so many years…”

Page 30: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 28

Accordingly, Lawrence arrived at RAF Cranwell as No. 338171 AircraftmanShaw on 24th August. He would remain in the RAF until two months beforehis death.

In September T.E. foundhimself suddenly depressedand rode the Brough toLondon to see his wartimecomrade Feisal. Togetherthey travelled to lunch at LordWinterton’s “lovely home” atShillinglea Park – by car.

Perhaps because of his earlieraccident, Lawrence was not afan of wet or icy roadconditions and wrote to MrsHardy in November after atrip to Bovington “It is a littletoo far for a winter ride [toDorset] with the probability ofwet roads under the wheels.When summer comes I‘llhope to come more often, andwill then call.” However inDecember he came off on anicy road, damaging the bike

and himself. He wrote “...Boanerges rusts in his stall. He is mended. Myarm is cured. My knee nearly so. Till my leg can bend again, I’ll not ridehim…”

By February the weather had improved. T.E. rode from Cranwell toBarton-on-Humber recording that ‘..a stretch of 17 miles I did in 17minutes’. The next day he rode over to Nottingham "..I took Boanerges tohis birthplace for a stroll – the roads were not fit for going fast so we turnedon to by-roads and idled through Newark and Southwell.” He took a breakat a Lyons Tea Shop where he remarked “...the only friendly person was ablack cat …” – Lawrence bought it a cream éclair.

Different worlds - Lawrence at Rabegh . . .

Page 31: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 29

In August Lawrencewas writing MrsShaw fromEdinburgh where hehad ridden fromCranwell in seven-and-a-half hours.The purpose of hisvisit was to consultwith Bartholomews,the map makers, inconnection with amap they wereadapting for ‘TheSeven Pillars OfWisdom’. He wrote

“…Boanerges would go madly, if I would. Alas, surely I grow old. Againand again when we came to a piece of road which invited ninety, I patted histank and murmured ‘Seventy only, old thing, and kept to it…”

On the way back, having detoured to visit Durham, he did a 30 mile ‘returnaround’ to avoid a toll-bridge “...I never pay tolls…”. He stopped briefly atCranwell where “… B Flight ...came out and stroked Boanerges lovingly …”and then “...fled wildly down the Great North Road to London…” Lawrencewas due to publish the first public edition of ‘Seven Pillars’ at the beginningof March the following year – he had made up his mind to go abroad for along period in order to avoid the press harassment which would inevitablyfollow. He approached Trenchard, who obliged with a posting to Karachi.

Shortly before he was due to leave from Southampton by ship in early De-cember, Lawrence crashed the Brough and badly damaged it. He had start-ed off to visit Dick Knowles and George Bernard Shaw – rain had made theIslington streets greasy, and the wood block paving used in parts of theborough doubly treacherous.”.... I got into a trough and fell heavily, doingin the off footrest, kickstart, brake levers, handlebar and oil pump. Alsomy already experienced kneecap ..Alb Bennett took the wreck for £100..”He told Francis Rood “ I sold the bits, and am not fit company for theworld” to be continued… Allan Jermieson

. . . and on one of his Brough Superior SS100s

Page 32: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 30

Dennis Frost is in the fortunate position nowadays that excitingclassic motorcycles find him, rather than the other way around!

It was breakfast time and the Frost family were discussing orders for the day.Did daughter Sophie have games, and was her kit still covered in mud fromlast week? Out in the hall, I heard the letter box open and the usual pile ofmail tumble onto the mat. “They’re all for you, Dad. There’s a surprise,” saysSophie handing me a disorganised pile of letters. Straight away one envelopecaught my eye. The handwriting was familiar, the postmark confirming myguess. Inside was a letter from Richard: “I am thinking of selling KTT 31and remember that you were looking for one.” I glanced at the clock. Thetime was just after 8am. I picked up the telephone and by 8.10am the dealwas done.

KTT 31 Just Another Velocette Racer?

Page 33: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 31

Some years ago I had put the word around a few friends that I would like tobuy a Velocette KTT Mk.I. These 350cc ohc Velocettes are arguably the firstmotorcycle marketed as a race replica, celebrating the Hall Green,Birmingham, factory’s 1928 Junior TT win. Some 180 were built in 1929,when Velocette were again Junior winners. The KTT features all sorts ofinnovations, not least being the first production machine to be fitted with apositive stop foot gear change mechanism.

KTT31 (Velocette identified their motorcycles by engine numbers) datesfrom February 1929 and was ridden by Bertie Rowell in the 1932 JuniorManx Grand Prix. A picture of him dicing with another Velocette ridercoming down to the Creg appeared in Vintage Mann No. 26 (June 2011).Bertie rode Velocettes in the MGP until 1935, after which he changedNortons. His best Velocette result was fourth in the 1934 races (both Seniorand Junior), although by then he was riding a later marque of KTT.

Grinning like a Cheshire cat after my first ride on the Bertie Rowell KTT. Pictureby Christine, my other half. We've been months getting it a registration number,

along with general fettling.

Page 34: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 32

In the early 1950s Velocette sales director Bertie Goodman was in the Island,and was offered a ride on a KTT Mk.I owned by the VMCC’s secretary EricThompson. Titch Allen tells the tale – and probably also took the well knownphotograph which appeared in his serialised history of Velocette inMotorcycle Sport – of Goodman galloping along Douglas promenade,trouser bottoms tucked in his stocks and coat tails flapping.

On the same occasion – of the Club’s TT Rally – it was Harold Rowell thatlet the boss of Veloce Limited know his brother still owned the KTT he hadraced in the early 1930s. Goodman bought KTT 31 – Velocette didn’t havea vintage racing cammy of their own – and put the machine through thefactory’s repair shop where, with the help of parts from Eric and the VMCC,it was restored.

KTT 31 was then seen on high days and holidays, and also spent some timein the foyer at Hall Green. A picture of it features in Burgess and Clew’sbook on Velocette, ‘Always in the Picture’ where it is identified wrongly ashaving engine number KTT 51. The machine remained in Bertie’s owner-ship until his death in 1996, when it passed to his son, Simon.

Dennis Frost

Page 35: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 33

Part three of

Motorcyclesby Bob Thomas

Talking of "snow trips" two further incidents come to mind…

One, way back about 1937. I had set out with friends to watch a Trial in theBagshot area, a trip of about thirty miles, I was riding the Douglas "Endeav-our" (the same one as in the Marlborough incident). It was snowing, andabout two inches deep when we left. After about twenty miles the carburettoron my Douglas decided to freeze up, not an uncommon event with thismodel, however, this caused the throttle to stick open at about the 30mphposition. There was no means of stopping or slowing the engine apart from"stalling" it with the brake - ease the clutch and it roared up dangerously-braking hard on icy roads can be interesting, it was, but we survived !!

Bob's “ Endeavour”, Douglas’s first transverse twin.

Milntown

Page 36: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 34

Some time later in 1952 I was riding to work at Bicester, a fifty mile trip, thistime on my nearly new 350cc Douglas. It was a sharp but nice morning, coldenough to give frosty eyebrows. I was happily doing about 40 to 45 mphwhen near Missenden I came across a pantechnicon lying on its side in themiddle of the road! A man waved me down, he said "Don't you know it isicy?" he went on "I only came out of there from that side road and it spunround and fell over". The rest of my journey was completed at a much slowerpace!

Incidentally it was whilst at Bicester (about 1943) during the war, that I firstbecame acquainted with diesel engines. We were fitting in railway tracks atBicester Ordnance Depot, the Royal Engineers detachment next door wereallocated a small Caterpillar Bulldozer - which nobody knew anything about.They asked for help, and my OC said "Go down and see what you can do!"I had had nothing whatsoever to do with diesel engines, much less with themultiplicity of hydraulic controls, or steering track laying vehicles. But I hadto have a go - or else!

Milntown

Page 37: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 35

Anyway I went. It had obviously seen better days......it did not take long todiscover it should have a 12 volt battery. All that was there was a smallishsix volt. Back I went and took the six volt battery out of my long sufferingMorris Minor and coupled the two together. After a bit of fiddling I managedto start it. Now I had to teach myself to drive it! Steering was relatively easy,but controlling blade height etc took a bit of time. However, I eventuallydrove it back to my own camp - where I was given charge of it!

So off to a bit of waste ground to practice. Soon I was told to try clearingsome rough ground further in. I managed fairly well and was given more todo. This went on for about three weeks, when in the middle of a very smellyboggy area - the engine failed! I could not get off the machine, the groundwas too awful! I fiddled around and concluded fuel was not getting into theinjector - finally realising the the fuel filter was totally bunged up! I re-coursed to poking a screwdriver through the filter element a few times - andsuccess, it started! To a few cheers I got out of the bog and drove it threemiles back to base - where it was finally "condemned" and sent away.

Motor cycling is a good means of learning road sense - in my early days,about 1936, I was riding my 600cc Douglas to work, late as usual. NearHeston aerodrome was a sharp left hand bend, one which I enjoyed taking

George Hayward on his 1949 MK 111 Douglas, with Bobin the foreground on his 1928 SW6 OHV 600cc

Milntown

Page 38: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 36

rather quickly. On this occasion I obviously "overdid it" something ground-ed, and I slid across the road into a ditch!! An old chap plodding along onhis bicycle came by saying "Serves you bloody well right" - I had to agreewith him, but if he had been a second or two earlier he'd have been in theditch too, underneath me!!

On another occasion on the same bike, same thing, in a hurry to get to work.Only this time on a straight road, near to where London Airport is now. Aman in a Ford Ten car came across the road from my right, turning right infront of me, I had no alternative but to hit him in the back, or to hit the threecyclists he was about to overtake. I chose to hit him - I finished up runningalong the road in front of him, coming back to find my bike on fire, hisbumper had broken the petrol pipe, turned it on to the sparking plug, alsobroken, and the lot was ablaze. Three fire extinguishers failed to snuff thefire, but I took off my coat and "flapped" it out!!

Taking stock, I had a very slight bruise on my forehead, which left a fourinch dent in the back of his car (no helmets in those days) and a bruised shinbone. I then proceeded to push the bike the three miles back home!! Tookthe rest of the day off! For a time then the ABC was maid of all work, but Ibought the remains of a 1906 FN4 with the idea of using it in the PioneerRun. It took about a year to rebuild it, during this time the VMCC wasformed, and I joined. I rode the FN in 1947 gaining a finishers award.

Shortly after this I was put on the VMCC Committee and at one meeting RegAshton on my left said "Do you want a 1913 ABC? "Wingco" Maclachlanhas had it a year but can't find any spares for it" Stan Johnson, on my right,whispered, "I know where there is a brand new engine for that". The rest ofthe story you know.....

In the meantime 1 was still concerned with the Weybridge Club, and hit onthe idea of combining a Vintage Trial with a Weybridge one (I was on theirCommittee too), using a separate course, but their organisation. This to beon Bagshot Heath. I advertised that every Section would be ridden by me onthe ABC so there would be no wreckers. It was quite successful for a firstventure, even though one spectator described it in the mag as “a course setout by that mountain goat Thomas!” I think this was the first ever VMCCTrial, things just grew from there. Entry lists show some interesting names -

Page 39: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 37

Jeff Clew for instance, and later one had a very youthful Bill Snelling , ridingmy Douglas.....Things were much easier then. I'm sure few of our eventsworried about things like insurance, but speed events did have to be doneproperly. As sprints were much less formal then, one just rode to the venue,entered and had a go. No leathers or such, ordinary riding gear would do. Iused to ride the ABC fifty miles each way to say Sampford, where we had aquarter mile sprint (don't ask me me how accurate the measuring or timingwas, that was just taken for granted). It's best time was 16.4 sees.

On Royston where we had a Grass Hill Climb (and great fun it was) we gotlots of rides with practice and timed runs, all very friendly and no pothunting. Many social events finished with tests similar to John Horton's"Frolic" these were simple riding tests, either timed, or to be ridden "feet up".I don't know of anyone getting hurt, except when Phil Heath dropped hisbike on his leg and was carried off to be plastered.

In the early days of the club we had annual lunches, usually at PimmsRestaurant in London, where Graham Walker used to persuade many per-sonalities to come and talk, with leg pulling as only Graham could do it. Forexample, of one well known Norton tuner "the first time I met your mothershe arrived at the foot of the stairs on a tea tray, but you arrived all thesame..............!!" to be continued

Bob Rounds the Gooseneckon the ABC in Sept 1983

– presumably on the Manx Rally Milntown

Page 40: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 38

Page 41: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 39

January 12th Club Night 8.00pm Knock Froy, Santon. Quiz.

14th Annual Dinner & Prize Presentation, Mount Murray.

7.30 for 8.00pm

15th Trial. South Barrule Quarry. Start 1.30pm.

27th Film Night. Peel Centenary Centre. Start 7.30pm

February 9th Club Night 8.00pm Knock Froy, Santon.

Speaker: Geoff Brazendale.

19th Trial. Kings Forest. Crosby. Start 1.30pm.

March 8th A.G.M. and entertainment. 7.30pm Knock Froy, Santon.

Page 42: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 40

Page 43: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 41

Page 44: Newsletter No 28Page 17 Book Review - Villiers Everybody's Engine Page 22 The Birth of Excelsior Page 25 Sons of Thunder - Pt2 - Allan Jermieson Page 30 Just another Velocette Racer?

Page 42

300+ VEHICLES ALWAYS ONSHOW AT BETTRIDGE’S

Mines Road, Higher Foxdaleopposite Foxdale School