Urrf issue 59

Issue 59 Spring 2017

£3.50 Sterling or €5.00

1948 Ulster Grand Prix Ulster Short Circuit Tandragee 100 MV Fours Classic Racing Ulster Racing Abroad Faces at the Races and more

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Comment

NOW IS THE WINTER OF OUR DISCONTENT

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have often wondered how many motorcycle racers, like Paul Cranston, who actually enjoy the sport, rather than being in it for an ego trip. Recently newspapers have been on a high reporting the continual problems associated with the motorcycle racing. The hike in road racing insurance cost has been the big talking point and we often think ‘why’. The rise in claims plays a big part such as when a spectator twists their ankle when walking across the fields at a race in a pair of high heels. It is then the Blame Game steps in as the public are living in an era when anyone else is to blame except themselves.

Everyone pays for this.

The second part of this season’s cry is the resident moaners have declared it is not right for the officials to permit some of the slower riders to race in the same races as they are in as they get in their way. I always thought it was a necessary skill when racing to be able to pass other riders, which should be part of their makeup. Do these riders want a race all for themselves ??

At present there is a large cloud of dissent among some riders that no one will give them a big enough pile of money so they can go across and race in England - I think it is called Sponsorship !! All forms of Motorsport are expensive, even like back in the ‘good old days’ when Prince Bira, Count This and Lord That were the only guys who could afford to race.

To get a “works” ride was better than finding an oil-well in your back garden as it was a sure sign of success. Here money was no problem and you had a battalion of men working for you - all costing money you did not have to pay.

Now in this era the ‘clever’ manufacturers have added the word “Super” to all their machines and then doubled their prices so the public believe they are getting something special, or Super !!

Let’s face it, all forms of Motorsport are expensive and this expense will continue to grow. The guy who can beg up the most money, the best (Quickest) machine and the best entourage will keep on winning every race. This is a sport where it is not the most skilful rider who wins but more likely those with the most expensive machine and back-up.

What happened to the racers who bought their own machines and spent their own money - now as rare as hen’s teeth. There were no Superstars back then and generally they just raced for the fun and comradeship, with no illusions about becoming a Grand Prix rider. Tommy Robb raced in the Grand Prix Circus and drove all over Europe in an old van, where he also lived. Barry Sheene used to wait at the building sites in Europe to get some “free” fuel to get to the races. Anyway just enjoy the experience and should it be Bishiopscourt of Barcelona just remember if you can’ Keep Her Lit then Keep Her Smoking’ !!!

EDDIE MATEER

The History of Ulster Road Racing in Focus When Ards was a hotbed of racing…

Tom Mallon (500 Sunbeam) at Quarry Corner during the 1922 ‘Greengraves 50’.

John Savage is the ex-Editor of the Newtownards Chronicle whose coverage of motorcycle racing was second to none. An Ards man through and through (but don't hold that against him) his interest in local historical sporting events led him to portray the riders of yesterday the real heroes they were. This freedom of racing will never be surpassed.

I would like to thank John for permitting our magazine to include this in-depth look into racing John Savage from the past here in Ireland.

During a heady nine years spell streets of Douglas — a unique four Isle of Man TT wins. In 1925, he between the two world wars, the achievement of winning on two, scored a TT double on Rex-Acme sleepy Co Down market town of three and four wheels in the Isle of machines, when he won the Newtownards was the epicentre of Man. inaugural massed start Ultramotor sport, world renowned for the Lightweight (then 175cc) race, Other motor cycle racers from the Ards Tourist Trophy car races. same era who contested the Ards TT together with the Junior 350cc TT, The Ards TT races were staged and he followed that with another included Syd Crabetree (1930— from 1928 until 1936, when a tragic win for Rex-Acme in the Lightweight 33/Austin and MG Midget); Charlie crash claimed eight lives and left 250cc class of 1927, before his final Manders (Adler/1935); and Jimmy many more injured, after local driver win, astride a Rudge, in the 1930 Shaw (Lea Francis/1929); as well as Jack Chambers lost control of his Senior. Handley also won four Ulster Stan Hailwood, father of the Riley beneath a railway bridge, Grands Prix, including the 250cc class legendary Mike, who drove MG entering Newtownards, and the at the inaugural UGP at Clady in Midgets in successive years from shocked local authority subsequently 1922.

1931—33. called a halt to the event.

Dodson scored back to back What, perhaps, is less well known, Several leading motorcycle racers victories for Sunbeam in the Isle of is that the town of Newtownards competed in the Ards TT, perhaps Man Senior TT in 1928 and 1929, and its environs also made an most notably Wal Handley, in an MG while fearless Middlesborough man historic contribution to the increase Magnette in 1934; Charlie Dodson, in popularity of motorcycle racing in Dixon enjoyed the distincion of from 1934—1936; and Freddie Dixon winning the first ever Sidecar TT in a Northern Ireland, and in 1922 a in a Riley, from 1932—1936.

Douglas in 1923, was victorious on motorcycle race started from almost Handley, after whom Handley’s an HRD in the 350cc Junior TT four the same section of road upon which Corner on the 37.73 miles Snaefell years later and in 1933, he won the the Ards TT would set off six years Mountain Course is named, recorded Mannin Beg car race around the later.

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The History of Ulster Road Racing in Focus

The History of Ulster Road Racing in Focus

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The History of Ulster Road Racing in Focus

SUPERMAC – THE RELUCTANT HERO

THE CLADY ULSTER GRANDS PRIX 1922-1939

‘He was a unique person. Very funny, affectionate, a perfectionist, a very hard worker and a great friend for anyone to have.’ - Andrea Coleman

FACES AT THE RACES

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ENGINEERING EXCELLENCE

By BARRY SEWELL

Gordon Blair and the QUB Racing Motorcycles Professor Blair is still an avid racing motorcycle fan – seen here at this year’s Ulster Grand Prix with his grandson Jamie Gibbons.

by Barry Sewell

This appreciation was contributed by Stephen McKeown who runs a comprehensive website to the memory of Tom Herron at www.tomtwherron.com - Memories, comments and photographs are always welcome to add to this fast growing site for one of our greatest and best loved riders of all time – the Legend Lives On.

Tom on the potent Finlay Suzuki.

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n the 26th May 1979, motorcycle racing was robbed of one of its’ best loved personalities when Tom Herron lost his life at the North-West 200, he was 30 years old.

Tom’s tragic accident made headline news at home and abroad, such was his standing on the world stage. Riding for Texaco Heron Team Suzuki as team mate to Barry Sheene and Steve Parrish and lying fourth in the Blue Riband 500cc World Championship at the time of his tragic accident, Tom had finally looked poised to reap the rewards of years of hard work and determination as a privateer.

In the late 50’s he and his pal Tony Steele spent most of their time working on their grass-track bikes in Castlewellan and it was no real surprise when Tom decided to take to the roads in the mid-60s.

His first major win came at the 1970 North West 200, where he was involved in a titanic tussle with Tommy Robb in the 350cc race. A month later, the young Ulsterman competed in the Isle of Man TT races for the first time and following a 13th place in the Lightweight 250 TT, was then injured in a 110mph argument with a wall at Ballacraine in the Junior TT which put him out for the rest of that season.

The following year a crash at a wet North

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West 200 resulted in a broken elbow, a paralysed arm and a bent pin in his leg, a legacy from the aforementioned TT crash. But this intrepid Son of Mourne was to bounce back to become one of the world’s top riders.

Following a 350cc Irish Championship win in 1973, Tom decided that his future lay on the Grand Prix circuits of Europe. In his own words, he was ‘on a mission’.

That mission was to see Tom firmly establish himself on the continental grand prix scene, indeed he and his wife Andrea, herself a former racer, ran one of the most successful privateer teams of that era with Team Castrol

The History of Ulster Road Racing in Focus

Herron becoming Britain’ s leading nonworks set-up and a real force to be reckoned with in the 250/350cc World Championships.

During this period Tom had also returned to the Isle of Man TT, with two thirds and two fourths between 1974 and 1975 being proof that he was starting to get a real feel for the place. He had always made no secret of the fact that one of his ambitions was to win a TT. A Senior TT win (the first Ulsterman to do so since Artie Bell) and success in the Lightweight 250 TT in 1976 made that ambition a reality.

Those 1976 double TT wins coupled with fourth and fifth place finishes in the 350cc and 250cc World Championships, really heralded Tom’s arrival on the world stage.

That same year Andrea gave birth to two daughters Kim and Zoe, of whom today Tom would be very proud.

Two further TT podium places were achieved in 1977, a third in the Junior 250 and an excellent second in the Senior TT on his 348cc Yamaha. That year also saw Tom finish runnerup in the 350cc World Championship to factory rider Takazumi Katayama and fifth in the 250cc championship. In August that year he had a double at the Ulster Grand Prix in the same classes.

Start of the 1936 Ulster Grand Prix.

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ost Irishmen are magnanimous enough to concede that the Isle of Man Tourist Trophy races run over the 373/4 mile Snaefell Mountain Circuit occupy a unique place in the history of motorcycle racing. What they are not prepared to accept however is the claim of any other race or any other circuit to rival the Clady Ulster Grand Prix for the runner-up berth.

The origins of the Clady Circuit can be traced to the efforts made to establish motor sport in Ireland following the running of the third Gordon Bennett car race in County Kildare in 1903.

However due to the First World War and the Irish Civil War it was not until 1922 that a concerted effort was made to find a suitable motor racing circuit.

By then Ireland was divided and the search was concentrated in Ulster, the Northern Province which was under British rule. A party made up of representatives of the motor trade scoured the countryside. One of their number was Harry Ferguson the brilliant motor engineer and incidentally one of the few men to contest a law suit with Henry Ford and win.

The result of their search was the Clady Circuit set in the green County Antrim countryside within easy reach of 8

Ray on the UGP grid with Prof. Robert Fleck.

Belfast. For several reasons the circuit was never to echo to the exhausts of racing cars but the two-wheeled fraternity lost no time in claiming the venue.

The original circuit in use up to 1939 was 201/2 miles long. The state of the road surface left no one in any doubt that this was farming country. From the start a succession of fast bends led to a full-bore, slightly downhill stretch of approximately three miles to Thorn Cottage, an acute right-hander. The twisting Aldergrove section led on to Greenmount Corner, another right hander followed by two miles of gently rising narrow and twisting road known as the Colonial Section. From Muckamore to Clady Corner lay the Seven Mile Straight a section of road which was unique in pre-war days before motorways began to ribbon the countryside. The Straight could be ridden flat out even in post war days but it took a brave man on a good machine to arrive at Clady under his own steam. At least 50% of the passage down the straight on a good five hundred was spent aviating over the notorious bumps – to the detriment of many a fine motor. For the first two years the start was located on the Straight three miles before Clady Corner

but thereafter it was at Carnaughlis just after the famous corner.

The first Ulster a handicap race of 140 miles (7 laps) was run on the 14th October 1922 and as “The Motor Cycle” reported “a huge crowd attended”.

Not surprisingly for a first timer the race attracted few of the big names in racing. However numbered amongst the 75 entries were several up-andcoming youngsters including Wal Handley (OK), Stanley Woods (Cotton), Harry Langman (Scott) and Hubert Hassall, Jimmy Shaw and Graham Walker on Nortons. Many of the machines in the entry list are now but a faint memory – Massey Arran, Sirrah, Mohawk, Hunter, New Scale, Pax, Duzmo and Wetherell. 1922 was five years before the advent of the camshaft Norton and Hassall rode a 490 cc ohv machine to win the handicap at 60.57 mph thus making the Ulster the fastest British road race. Harry Langman made the fastest lap of the day at 65.7 mph.

The Ulster has always been a happy hunting ground for native Irishmen and the man who set the pattern was the legendary Joe Craig, in later years to guide the fortunes of the Norton racing team. His first race was the 1923 Ulster when he made fastest time of the day in winning the 600cc class. He won

The History of Ulster Road Racing in Focus

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very country needs its hero and the old saying “Cometh the hour, cometh the man” is all too true.

In 1970 when Ulster’s top racer Brian Steenson lost his life while competing in the TT, little did anyone know that another young rider was waiting in the wings to don the mantle of fame – his name Raymond McCullough from Dromara.

I’m not sure if it is the thin air drifting

across from the Mournes to the Dromara Hills which has helped produce such a hatch of exceptional motorcycle racers but no similar small area can boast such names as World Champion, Brian Reid, Ian McGregor, Trevor Steele and to many people’s minds the greatest of them all – Ray McCullough. Ray was the second of the brood to be bitten by the motorcycle racing snake and the venom is still travelling round his veins like a drug to this day. To map out the entire career of

Ray and Joey Dunlop airborne over the Temple jumps.

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The History of Ulster Road Racing in Focus

such a special person would take books to do him justice, so this is just a thumb nail sketch and a few minutes reading – unfortunately leaving out all the unprintable stuff.

In 1960 Ray bought his first racing bike which was a 196cc Triumph Tiger Cub Sports, but it broke down in his first race when he was leading at Tandragee. The same thing happened at Cookstown, but then after winning a few short circuits he took his first road race win at the Temple in the 200cc class.

His first sponsor came in 1963 when the Tommy Graham family (fondly known as Ma and Da Graham) bought him the exRalph Bryans 350cc Manx Norton. Ralph was now riding a Manx for Joe Ryan. On the Norton Ray won only one race when he beat Len Ireland at Lurgan Park.

However this was a heartbreak year with poor reliability, including a slipping clutch which relegated him to finish behind Len Ireland at the North West.

In 1967 his banana boat came home when, through the recommendation of a friend, he landed a lob in the Mechanical Engineering Department of the Ashby Institute in Queen’s University Belfast. It was at Queen’s that he bonded a lifelong relationship with Gordon Blair, later to become the Professor, and from that moment he was at the pulse of two-

s rare as hen’s teeth would be an apt description of the two-stroke, 500cc single cylinder high performance motorcycle engine over the years. The first practical example was the 499cc Dunelt built in Birmingham in 1919. A modified version with a double diameter piston was entered in

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the 1925 Isle of Man Sidecar TT and finished sixth ridden by Dunelt’s intrepid Sales Manager Owen Bridcutt. The company eventually abandoned two-stroke engines and little happened in the ensuing half century before the next 500cc two-stroke single saw the light of day and in an unusual setting.

The History of Ulster Road Racing in Focus

This book is not for sale in the shops It can only be purchased from ULSTER SPEED PROMOTIONS LTD. No. 6 Parkland Avenue, Lisburn, BT28 3JW to collect or have posted contact E: ulsterspeed@btinternet.com Tel. 028 9266 4336 4

Ulster Road Racing in Focus | Issue 58

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Complex

2017 VAUXHALL INTERNATIONAL NORTH WEST 200

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ith this year’s Vauxhall International North West 200 just around the corner and promoting this event for over 100 riders and 100K spectators, all eyes will be on the usual battle between the locals and the high class visitors.

As well as record man, Alistair Seeley, attempting to further extend his excellent total of race wins, other top locals carrying the flag this year will include’ General’ Lee Johnston and cream of the cake, Glen Irwin.

Irwin showed his class previously but has been itching to show he has lost none of his natural talent since then. Paul Bird, who is a great supporter of Ulster road racing, has supplied Irwin with a potent Ducati so the results will be something special. Also in the Home Guard will be William Dunlop, Lee Johnston and of course our own G.P. legend , Jeremy McWilliams so the locals are all heading in the right direction.

The Visitor’s Brigade can also boost as good, if not better than this, with Honda serving up a couple of special Fireblades for John McGuinness and quick-firing Guy Martin. Ian Hutchinson is now well recovered from his horrific accident and he must be regarded as top dog again, having blown the opposition into the nettles at the 2016 Ulster Grand Prix, claiming Man of the Meeting into the bargain. Michael Rutter

Xavier Denis from France and Maria Costello lead the second Supertwin group into York Corner.

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Ulster Road Racing in Focus | Issue 59

Ali Seeley in 2016 landing his new North West record.

is still as good as ever and with Peter Hickman, Dan Kneen, Dean Harrison, James Hillier, Dan Hegarty in only his second visit, with a host of unknowns, the 2017 Vauxhall International North West 200 has all the promise of one of the best for many years.

Top visiting potential winner, Ian Hutchinson.

Manxman Dan Kneen will be back for more success.

(Above) Legendary Team Manager Clive Padgett with Superstar John McGuinness.

(Right) Gentleman competitor William Dunlop with EX-GP star Eugene McManus.

Michael Rutter leading the field round the Mill Road Roundabout.

Issue 59 | Ulster Road Racing in Focus

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Start of the Lightweight/250GP race at Kirkistown with Dean Campbell (78) Winner, Thomas Hutchinson (35), Loris Britton (8), Dave Walsh (171) and Jacque Foley (70).

SHORT CIRCUIT RACING

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hort Circuit Racing in Northern Ireland can’t get much better than this with a massive uprating of interest over the Easter weekend. The top riders who have chosen to race in England were not missed with our own ‘home birds’ putting on great displays which were well appreciated by the large crowds at Bishopscourt and Kirkistown. Firstly the MCRRCI Ltd. Club and then the B & D Club organised precise meetings which were a pleasure to attend. Even the weather was on the side of motorcycle racing for a change and both Clerks of the Course, Mark Sanlon and John McClure deserve great credit.

The Enkalon Club, originally from Antrim has gone down in Ulster Motorcycle racing history as one of the first progressive clubs which introduced many innovative plans in the sport.

Easter Saturday season opener saw the

40th Anniversary of the famous race meeting staged at Bishopscourt in cold but dry conditions. These cold conditions were blamed for several offs but the racing was good and the organisation was exceptional.

Manx rider Dan Kneen proved he is as good on the circuits as he is on the roads and this popular competitor topped the list by lifting the Enkalon Trophy for the first time. He was followed home by Gerard Kinghan, Alistair Kirk, Hudson Kennaugh, Ross Patterson and Mark Glasgow.

Jason Lynn won the first Supersport race but had to settle for 2nd later when Ross Patterson took the honours after getting his act together. It was double honours all day with Cahal Graham in the Moto 3, Eunan McGlinchey in Production Class, Darryl Tweed in the Lightweight 400, Mark Hanna in the Supertwins and finally father and son duo Alex and James Conroy in the Classics.

The scene reverted to Kirkistown on Monday and after a wet and dismal early

Start of the Young Guns Challenge with Cameron Dawson (2) Winner, Jonny Campbell (155) 2nd, Nathan Cairns (33) and Nathan McGauran (26).

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Ulster Road Racing in Focus | Issue 59

start the sun arrived and an excellent meeting was run perfectly by the B & D Club. Once again it was Dan Kneen who nailed his colours to the mast by adding the Mayor’s Trophy to his Enkalon Trophy with another fine double. Other double winners included Kyle Cross in the Moto 3, Marty Lennon in the Supertwins and Korrie McCreevy in the Supersport Class, beating 2016 Irish Champion Jason Lynn both times out.

The Sidecar group had their first run out of the year with an excellent turnout. Terry O’Reilly claimed the first race but lost out to Peter O’Neill in the second. Not sure what Scobie Killough is on as he had a great 2nd place in the first race but it must have worn off with a 5th second time around. This group of racers certainly adds a lot to the sport and it is a pity their outings are so few.

After a couple of excellent starters this year lets hope it is a sign for a new beginning and a return of the spectators. Special mention must go to Jim O’Brien for the preparation of Bishopscourt second to none.

Mark Hanna from Antrim.

Gary McCoy in his first season.

Special graphics makes it easy to identify.

Loris Britton heading to the start.

Chris McLemon from Ballyclare having a moment.

Jamie Lyons in the Young Guns Challenge.

Issue 59 | Ulster Road Racing in Focus

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Liam Chawke from Co. Limerick.

(Above) Andrew Cairns in the Moto 3 Class.

(Above) Dan Kneen on his way to winning the Enkalon Trophy.

Nigel Colgan in the Supertwins race at Bishopscourt.

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Ulster Road Racing in Focus | Issue 59

Aileen Keenan from Brookborough.

Charles Stuart crashing out in the first Enkalon Superbike leg.

Jonny Campbell took 2nd place in the first Young Guns race at Bishopscourt.

Dan Kneen with the Enkalon Trophy.

Simon Reid, son of Brian, has big boots to fill in this sport.

Close racing at Kirkistown.

Christopher Connolly claimed two 3rd places in the Production Twins races at Kirkistown.

Issue 59 | Ulster Road Racing in Focus

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Packed tight at Bishopscourt with Kori McGreevy and Jason Lynn leading the field.

Dean Doyle on the TDR Suzuki.

Familiar sight of Gary Dunlop in his dad’s colours.

Mark Murphy winning the first F1 race at Bishopscourt.

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Ulster Road Racing in Focus | Issue 59

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Ulster Racing Overseas • Ulster Racing Overseas

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he 2017 season has taken off with a bang with our reigning World Superbike champion, Jonathan Rea, continued his road to claiming a hat trick of this top World Championship. With five wins out of six so far this year it shows he is not resting on his laurels from the last two years.

Eugene Laverty has returned to this series from the Moto GP and is gradually getting his timing back on a different bike and series.

With twenty Ulster riders now joining the BSB invasion to race in the best national championship their performances are improving and are now equal to any.

The opening round was at Donington, followed by the Easter weekend spectacular at Brands Hatch. Glen Irwin, on the Paul Bird BE Wiser Ducati, is our top rider in this class and has already equalled his 2016 performances with excellent podium finishes. Michael Laverty continues in this class on the MCAMS Yamaha and recently settled for 8th and 11th places at Brands.

The Supersport races are of particular interest to Ulster with six riders starting in each round. Alistair Seeley has had podium finishes but unfortunately can not be included in the results because he is riding a Sprint Moto 2 machine which is not eligible in this class. Andrew Irwin, Keith Farmer and David Allingham are also showing well in this class.

Most of our country’s most promising young riders are following the path carved by Jonathan Rea and Eugene Laverty in order to make more career progress in their short circuit discipline with the pure road racing scene gradually disappearing into the history books. Young promising riders going overseas to race also include Richard Kerr, Eugene NcManus, Scott Swann, Connell Courtney, Sam Laffins, Jordan McCord, Robert Kennedy, Adam Dunn and Kevin Keyes.

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Ulster Road Racing in Focus | Issue 59

Ulster Racing Overseas • Ulster Racing Overseas (Right) David Allingham leading the second Supersport group at Donington.

(Below) Superstar Jonathan Rea and his happy family.

(Below Right) Glen Irwin has taken to Paul Bird’s Ducati like a duck to water in the BSB Superbike class.

Eugene Laverty had a slide-off at Assen in the World Superbike championship practice.

Issue 59 | Ulster Road Racing in Focus

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RIDER TRAINING SCHEME - RACERS AND THE RTS GROUP

t is good to know the guys who amaze the public by racing motorcycles at high speed also respect the motoring laws of the land and realise it is important to have specialised instruction to keep themselves, and other motorists safe, when using the public highways. When seeking proper instruction and concentration for passing this stringent motorcycle test for road use everyone must get correct guidance from the top staff available. Well, RTS, which is in liaison with Hurst Motorcycles, is the best around and while other similar

Frank Millar and Colin at the Lisburn RTS branch.

From

L to

DOE A.M.I.

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outfits have gone to the wall, this Rider Training Scheme has continued to grow and is the best around.

Run by top man Frank Miller it employs the best instructors in the country. It is little wonder that such epic motorcycle competitors as Alistair Seeley and Martin Barr have been attending this unit recently and have both passed with flying colours at the Lisburn MOT Centre by Chief Tester , Gordon Preston. To have been asked to instruct two of the countries’ most talented racers was a real land-mark and privilege for this unit, which has already coached school parties and given demonstrations at the local Motorcycle Shows. At the finish both Seeley and Barr concluded that the course and instruction was “awesome”.

Alister Seeley after passing his test with chief examiner Gordon Preston.

Alister Seeley and Martin Barr with the RTS Team.

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TANDRAGEE 100 ROAD RACES

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he popular Tandragee 100 road races, now the season opener, were held in difficult conditions after top class organisation and good racing conditions forecast much promise from the start. The biggest crowd for many years attended this top venue to see a great line-up of the best road racers around, headed by spectacular Englishman, Guy Martin.

Unfortunately his appearance lasted for only one race when Paul Jordan and the quick talker came together at Marlacoo corner on the first lap and his race was over. Not sure whose fault it was but they shared a cuppa after the incident and Martin had an easy day sitting out his first qualifying race for the TT. The two Dereks, Shiels and McGee shared the honours in the Superbike and Supersport races with William

Rhys Hardisty from Wales.

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Ulster Road Racing in Focus | Issue 59

Dunlop second in both races.

William had the use of Mar-Train’s Superbike but resorted to his usual Caffrey 600cc Yamaha in the Supersport outing. 2016 champion Shiels had a convincing victory in the opening Superbike race on the Cookstown BE Suzuki. Then after a 10 mins delay in the Supersport race, due to the arrival of the wet stuff, Shiels kept in touch with the two front runners to claim third while McGee claimed a clear victory.

Meanwhile between these two races ‘newcomer’ Joe Loughlin had his first victory of two of the day by winning the Junior Support race with a new lap record into the bargain, as well as setting the fastest lap in the Senior Support. In the Classic section Barry Davidson headed the field home after a close battle with Jamie O’Brien from Liverpool and 125cc exponent Nigel Moore. Top character Robert McCrum kept Gary Jamison at bay to take a great 4th spot.

The rain arrived after the second

race so there was a ten minute delay before the start of the Supersport race when it was declared a Wet Race, so it was a tyre changing scramble for this time. It didn’t get much better when the action came to a standstill for the second time of the day. Firstly between races one and two the staff had to deal with a problem after a race incident which had to be dealt with immediately.

Then with conditions deteriorating there was a serious accident on the approach to Bell’s Crossroads. This curtailed the racing for some time while the medics and race delegates worked on the problem. This left the only action to abandon the rest of the programme in the interests of rider and spectator safety.

Previously Adam McClean had won the Moto 3 race while Darryl Tweed was victorious in the Lightweight 400cc race. A disappointing end after the day’s racing but this action had to be taken in the interests of safety by a very considerate and experienced committee.

Derek McGee took third place in the Open Race.

Michal Dokoupil

Gareth Evans.

All hands to the deck for tyre changing as the Supersport race is declared a Wet Race.

Paul Pochy Williams from Wales.

Issue 59 | Ulster Road Racing in Focus

19

Start of Group 3 in the Open Race.

Top rider William Dunlop on his Caffrey Supersport Yamaha.

Michael Sweeney from Skerries.

All Hands to the deck for wheel changing when the rain arrived early afternoon.

20

Ulster Road Racing in Focus | Issue 59

Start of the Supersport Race with William Dunlop (6), Derek Shiels (82) and Derek McGee (86) first away.

Open Race winner Derek Shiels.

Osin Watson (75) and Stephen ‘Cargo’ Carr (96) not giving an inch in the Junior Support Race.

Start of the Junior Support race with Jamie Williams (92), Micgael Brown (78), Joseph Loughlin (27) and Osin Watson (75) leading the pack.

Issue 59 | Ulster Road Racing in Focus

21

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Ulster Road Racing in Focus | Issue 59

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JACKY GROLET & REG ARMSTRONG - THE CUVEE RACERS It is good to see Jacky Grolet, a great motorcycle racing enthusiast from Vermont in France, has continued his relationship with us here in Northern Ireland after attending the Ulster Grand Prix regularly a number of years ago. Unfortunately his visits have got fewer after the passing of his father and he now has the full responsibility of running his own vineyard in the middle of France. He receives our magazine on a regular basis and added the History of Ulster Road Racing in Focus book to his collection at Xmas. Way back in 2010 we included an article on the history of his business and passion for bikes in Issue No. 40.

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Christian Elkin(8), Mark Conlin(89) and Dean McMaster(212) lead the second group in the Supersport race at Bishopscourt in the Enkalon Championship series.

30

Ulster Road Racing in Focus | Issue 59

The racing is always spectacular at the Bishopscourt circuit.

THE 1948 ULSTER GRAND PRIX THE WORLD’S WETTEST ROAD RACE

T

he gods that govern motorcycle road racing, and presumably weather conditions, got it all wrong for the running of the 20th International Ulster Grand Prix on the Clady Circuit. Having been awarded the accolade of the Grand Prix of Europe by the Federation Internationale de Motocyclisivie (F.I.C.M.) comparisons would invariably be drawn with the last Grand Prix of Europe to be staged at Clady in 1935. However in spite of the foulest weather imaginable the 1948 race was special, and not easily forgotten!!

Pre-race interest had risen to fever pitch and local newspapers had given extensive coverage to the influx of foreign competitors, in particular the Moto Guzzi Team of Enrico Lorenzetti, Bruno Ruffo and Francisco Balzarotti.

This group arrived in a splash of blue and scarlet complete with ample supplies of wine, spaghetti and salami, much to the consternation of the local populace who, while still existing on wartime rations, were under the impression that they had been on the winning side in the war. The team manager was the wealthy Swiss furrier Bruno Santini and , not to be outdone, his very attractive wife had somehow managed to circumvent travel regulations and bring along her new Lincoln Zephyr motorcar.

On paper the result of the race was a foregone conclusion in favour of the “works” Nortons, then enjoying a fantastic run of post-war successes. In addition, the rodeo tactics required to wrestle a fast five-hundred over the bumpy Clady Circuit, and in particular the notorious Seven Mile Straight appeared to rule out any possibility of an Italian victory. The local pundits had already dismissed the youthful firsttimer Lorenzetti as merely an above-average short circuit exponent, Balzarotti was small beer and Ruffo as an up and coming lightweight rider, would be well out of depth on a five hundred.

The only other likely runners in the field were Bob Foster on a basically prewar Velocette and the A.J.S. Team of Jock West, Les Graham and Ted Frend.

So there it was, a seemingly clear cut

victory for local ace Artie Bell and approaching the zenith of his career. He was ably supported by Johnny Lockett, 350cc winner in 1947 and surely the best second string ever to ride in a “works” team. The third team member, old maestro Harold Daniell, could almost be discounted on his past record of bad luck in Irish races.

Sure enough, on race day he was sidelined with an attack of influenza. With Joe Craig wielding the spanners the chance of a Norton mechanical failure seemed practically non-existent.

Four miles of the prewar Clady circuit had been lost due to extensions to Aldergrove Airport. The post-war circuit measured sixteen and a half miles of

public roads bounded by stout thorn hedges and rough stone walls. Located in farming country numerous agricultural machines and bovine quadrupeds had left their mark and the road surface had suffered accordingly.

Another point worthy of consideration was the 500cc race was run in the old tradition over fifteen laps, a distance of two hundred and forty seven and a half miles.

Two practice periods were held on Wednesday and Thursday evenings preceding the race. I watched the first session from the pit area and mingled with the riders while avoiding the vigilant but good-natured marshals and police. Even now I remember the electric atmosphere and the heady scent of burnt Castrol R drifting across the damp fields. The weather was showery and no one was anxious to show their hand.

Even so, the lap times served to underline Norton supremacy with Bell lapping at 92.43mph, Daniell at 88.31mph and Lockett at 88.05mph. The Guzzi riders were content to learn the circuit, Lorenzetti and Balzarotti both ambling round at 85mph. The A.J.S. team all completed the necessary qualifying laps but Foster packed up with clutch trouble. It was interesting that Lorenzetti elected to ride the single cylinder Gambalunga model in preference to the faster but more temperamental 120 deg V-twin favoured by Balzarotti and Ruffo. This decision was to pay rich dividends on race day.

On the Thursday evening I spectated at that holy-of-holies Clady Corner. This famous 90 degree turn with its adverse camber at the end of the Seven Mile

Rex McCandless leads Murdock, Poel and McEwan into Clady Corner.

Issue 59 | Ulster Road Racing in Focus

33

Enrico Lorenzetti - a worthy winner.

Even Artie Bell had to put a foot down at Clady Corner.

Straight could always be relied on to produce its quoto of thrills. It was here that the Norton Team set up camp to discuss technicalities and plan tactics.

Each team member would take it in turn to do a plug chop, declutching from full bore and rushing up the slip road with a dead engine to the sound of tyres and chains. Out would come the sark plug to be studied with an air of quiet confidence by Joe Craig, attired as ever in a white trench coat. During the course of the evening it became obvious to the Norton fans that Lorenzetti’s Guzzi was the equal in sheer speed to the Bracebridge Street bikes. In typical partisan style the many Bell fans began to discuss his vastly superior knowledge of the circuit but facts were facts and at the end of practice Daniell and Lockett had clocked 94.49mph, Bell was one second slower at 94.34mph and Lorenzetti a further second back at 94.19mph. So the stage was set for one of the great grand prix races.

The Saturday dawned dark and wet. I boarded the bus in Belfast and joined the queue of vehicles slowly wending their way through cloud and rain over the Black Mountain to the circuit.

Already the weather was deteriorating and at 11.00am, when the roads should have been closed, chaos prevailed as a 35mph wind drove sheets of freezing torrential rain across the open countryside. The grandstand held only a few stalwarts who stared across the road at the huge new scoreboard which was destined not to bear a rider’s painted number on lap speed. The tattered remains of the flags of the competing nations stood out stiffly from the flagstaffs. The car parks were knee

The new scoreboard after the race bereft of any information.

34

Ulster Road Racing in Focus | Issue 59

deep in mud churned up by spinning wheels, and thousands of spectators, myself included, sought shelter in the dripping hedges, but all to no avail.

Even the voluble Stanley Woods was at a loss for words to describe the conditions, while Geoff Davison who had experienced similar conditions in the 1922 Belgian Grand Prix was equally flabbergasted. Eventually the starting area was cleared and the stewards met to discuss the situation. Could the race go on?? After weighing up the facts they decided that as no immediate weather improvement was expected, the race would start at noon as planned.

Last minute adjustments were made and 28 brave, very wet men, came out for warming up. Johnny Lockett decided to ride Daniell’s machine that had been fitted with lower gearing (due to the not inconsiderable dimensions of the original rider).

In happier bygone days the start of an international road race was marked by a dead silence broken, when the flag fell, by the patter of boot-shed feet and then the roar of engines. On this occasion however, the noise of the gale and the swish of rain against the scoreboard drowned all but the crescendo of noise as the engines burst into life. A huge cloud of spray enveloped the riders as they roared past the grandstand towards Ballyhill with Bell, Foster and Foster in the van.

Thousands of heads turned to catch fragments of wind-blown loudspeaker announcements from round the circuit Foster leads at Muckamore - West ahead at Loan Ends - Bell at Clady. Then the roar of exhausts brought everyone to the roadside. Three machines exploded

The start/finish area was cleared in time for the race to start as planned. into view from a clump of trees and hurtled past in huge fountains of spray.

Bell, Foster and West, followed seven seconds later by Lockett, Lorenzetti and Ruffo who was already in trouble with a mildly misfiring engine. The rest of the field headed by Les Graham and Bill Petch were well bunched and flat on their tanks to offer as little resistance as possible to the howling gale.

Already the aquatic conditions were playing havoc with ignition systems, especially on the A.J.S. and Guzzi twins with their forward-inclined cylinders.

Balzarotti retired on lap 1 and Ruffo abandoned ship next time around. Jock West slowed and Bell, Foster and Lockett steamed through the start on lap 2 with only 5 seconds between them. The first lap speeds were announced; Bell had got round at an impressive 84.30mph, and in the days before the tyre boffins had begun experimenting with exotic mixes.

Reports from round the course said that Bell and Foster were swopping the lead continually. At the end of lap 2 Bell and Lockett were neck and neck with Foster slipstreaming.

The incredible Lorenzetti was only 100 yards back, riding superbly and lapping on a par with the leaders. Fifth and sixth within striking distance were Graham and West.

A loudspeaker announcement told us that every competitor who started the race would receive an award. Panic stations !!! The grandstand was in danger of collapse and a small scale evacuation was under way. The weather was lifting slightly and the sky was brighter but the rain still poured down.

The average speed rose to 85.11mph. A roar went up as Lorenzetti led Bell, Lockett and Foster on lap 4. The mind boggled at the thought of the Italian’s

riding on the back leg of the circuit.

Retirements were piling up. The wind was so fickle that on the Nutts Corner/Muckamore stretch over-revving was a danger but on the straight to Clady some riders were down to second gear. Jock West, out with waterlogged electrics, red-eyed and raw-faced, reported peak revs of 7000 in third gear as against the same revs during practice in top gear.

Les Graham had dropped back with ignition bothers and Bill Petch moved up to fifth spot. Surely Lorenzetti couldn’t hold out !! At the end of lap5 he was one second behind Lockett who had turned in the fastest lap to date of 87.14mph. Bell had dropped eleven seconds behind. Fosters Velo had blown up and fourth place fell to Graham with Petch and Bill Beevers completing the leader board.

Next lap the speed dropped and Lorenzetti led Lockett by one second with Bell four seconds adrift. Next time round (lap 7) Bell piled on the coals and headed Lockett by one second with

Lorenzetti, slowing for his refuelling lap eleven seconds down. Amazingly the Guzzi pit seemed intent on throwing the race away as they took 68 seconds to refuel and adjust the rear friction dampers. It looked all over as Bell and Lockett completed lap 8 one second apart with Lorenzetti trailing a minute and a half adrift.

Bell pulled in next time around and got away in 40m seconds. Lockett overshot his pit but still filled up in 30 seconds. On lap 10 Artie led his team mate by one second but the tenacious Italian fought back to a deficit of only 22 seconds. On lap11 Lorenzetti pulled back another 10 seconds and on lap 12 the impossible happened. The flying Guzzi passed both Nortons on the approach to Clady and all three arrived together. Lorenzetti cut in close while Lockett took the corner very wide. Bell in a do-or-die attempt to pass the Italian on the inside struck the bank and was out of the race with a damaged frame. I saw the machine after the race and the front wheel with tyre deflated was canted over and fouling the fork leg.

With the local idol out and safely in the pits the crowd cheered Lorenzetti on his way. No matter what the failings of the Irish may be they love a fighting underdog. Try as Lockett might he could do nothing to pull back Lorenzetti’s lead. On lap 13 he dropped another 3 seconds and on lap14 the Guzzi rider crowned a superb ride by lapping at 88.57mph. The last lap saw Lockett giving best to a true champion and Lorenzetti won by 19 seconds. Les Graham, the only other rider to go the distance, was almost six minutes adrift.

The scenes at the finish were fantastic with Santini, Balzarotti, Ruffo and the Italian mechanics embracing their hero in the midst of a seething mass of Irish well-wishers. As I squelched Clady-wards to catch the bus home, soaked, frozen but happy, the sun broke through the clouds and shone brightly. It could only happen in Ireland!!

BARRY SEWELL

Artie Bell and Les Graham neck and neck on the 7 Mile Straight.

Issue 59 | Ulster Road Racing in Focus

35

THE M.V. FOURS PART 2 - THE FIVE ENGINES

D

omenico Agusta’s habitual absence from the Classic racing circuits stemmed from the fantastic amount of work he crammed into each day at his Gallarate factory. Nevertheless his prowess as a spotter of racing talent was second to none. Even if he had been otherwise he could not have failed to notice the brilliance of John Surtees. The son of a renowned sidecar racer John had already won scores of races on Vincent, N.S.U. and Norton machines. His first classic victory was on a Sportsmax N.S.U. in the 1955 250cc Ulster Grand Prix. During the year he had been a member of the Norton “works” team riding production Manx machines. In September of 1955 Surtees and Agusta met at Galarate, the meeting being arranged by Bill Webster, a motorcycle dealer at Crewe in England, who acted as a semi-official representative for M.V. The outcome was a contract for Surtees and in one fell swoop the Italian factory gained a superb rider and a development engineer parexcellence capable not only of sorting out the doubtful handling of the 500cc but also of making the 350cc race- worthy.

The minor modifications proposed by Surtees saw the 500cc capable of

Ulster Grand Prix 1958.

36

Ulster Road Racing in Focus | Issue 59

1952 Ulster Grand Prix - Mike Hailwood in pensive mood.

150mph on the faster circuits but in the limited time available little could be done to challenge Gilera and Moto Guzzi in the 350cc races. Even so in their first classic outing in the Isle of Man the Surtees/M.V. combination almost pulled off the coveted double. John won the Senior race in fine style but a refuelling error cost him the Junior event. Mention must be made of the fact that Geoff Duke was at the time out of competition as a result of a suspension of the F.I.M. for the part he played in the riders’ strike over start money in the

1955 Dutch TT. The long awaited battle between the two had to wait until the Belgian Grand Prix. In the interim Surtees won the 500cc race in Holland and was 2nd in the 350cc to the Moto Guzzi of Bill Lomas. In the 500cc Belgian the M.V. led for five laps before Duke took off into the middle distance.

Surtees settled into a safe second spot but regained the lead when Duke terired on the unlucky thirteenth lap.

Surtees also won the 350cc race to open the smaller model’s score in Grand Prix racing. In the German Grand Prix that followed Surtees had one of his rare race accidents when, in the heat of a dice with Lomas, he crashed the smaller model. Sidelined for the remainder of the season he won the 500cc World Championship but lost the Junior crown to Lomas.

Contrary to expectations 1957 was not a good year for four cylinder M.V.s.

Mechanical problems mainly with pistons and the after effects of Surtees’ injury contributed to the all-round superiority of the Gilera and Surtees won only the 500cc event in Holland. In the 350cc category the record was even worst with not a single win. Yet again Domenico Agusta refused to accept defeat and as 1957 waned the M.V. shop hummed with activity as rebuilt engines were fitted into frames modified in accordance with Surtees’ requirements for the 1958 season.

Then out of the blue a hammer blow fell upon a stunned motorcycle racing fraternity. Hardly had the last exhaust

Ulster Grand Prix 1966 - Giacomo Agostini. note of the 1957 season died away when Gilera, Moto Guzzi and Mondial announced their intention to quit Grand Prix racing, the reason being the enormous cost of producing the exotic machines required.

What a pity human nature is so fickle.

Within weeks of M.V.s decision to carry on racing many enthusiasts were up in arms protesting that Count Agusta was guilty of taking the bread out of the mouths of the privateers who now made up the Grand Prix fields. Nothing could have been further from the truth.

What we saw over the next three years was the culmination of ten years unstinting labour in research and development carried out at great cost.

Perhaps Domenico Agusta carried on as a tribute to Les Graham.

Surprisingly the M.V. fours of the 1958-1960 perion were, engine wise, basically those built in 1951-1952, the major share of development having been aimed at improving the frame and cycle parts, and achieving a high standard of reliability. The 350cc and 500cc engines were identical except for the bore and stroke dimensions.

Separate cylinder barrels were used, topped by a one piece cylinder head.

Twin overhead camshafts were gear driven through a tunnel between the centre pair of cylinders. Four Dellorto carburettors were used and four exhaust pipes terminated in slow taper

megaphones. A Lucas four cylinder magneto sparked Lodge 10mm plugs.

Primary drive was by gears with a fivespeed gearbox transmitting final drive by chain. Six main engine bearings contributed to the rigidity of the engine and accounted for the camshaft life of two years on the 500cc and three years on the 350cc. A bulky 8.5gallon tank carried sufficient fuel for four laps of the Isle of Man Mountain circuit, consumption averaging eighteen miles per gallon. Brake horse power figures for the 1959 engines were given as 43 at 10,200 rpm on the 350cc and 56 at 9,800rpm on the 500cc. The frame was an all-welded assembly of circular, oblong and square section tubing. The coil spring and single way hydraulically damped front forks were adjustable for trail by the fitment of different lower sliders. The pivoted rear fork was fitted with either Woodhead-Murco, Girling or Armstrong suspension units to the rider’s preference.

In typical fashion Count Agusta left nothing to chance by bringing John Hartle into the team. the two Johns had been together on factory Nortons and Hartle had proved himself a gritty performer. Unfortunately his considerable talent had never been allowed to blossom and in the M.V. camp his situation did not improve.

Doomed to play second fiddle to Surtees he existed on a string of second places.

Occasionally when Surtees had problems Hartle won as happened in the 1950 Isle of Man Junior TT. The ex-coal miner left M.V. in 1960 and was killed at Scarborough in 1968. Surtees on the other hand ran riot. He scored no less than 32 Grand Prix victories and in the process carried off the 350cc and 500cc world titles three years in succession.

Then, having scaled the loftiest heights in motorcycling he moved into car racing in 1961.

In the meantime the canny Agusta boss had taken out insurance by signing Gary Hocking for the 1960 season.

During 1959 the fiery Welsh-born Rhodesian had hotted up the Lightweight classes on “works” M.Z.s to such and extent that M.V. was forced to buy him off. Durring 1960 he took to the 350cc four like a duck to water and scored two classic victories at ClermontFerrand and Monza, finishing second in the world championship. Also in the Lightweight classes he proved to be an apt understudy to Carlo Ubbiali who had announced his intention to retire at the end of the 1960 season. Again Hocking finished runner-up for the 125cc and 250cc titles.

Whether or not the growing threat from Honda influenced Domenico Agusta to pull out of Classic racing at the end of 1960 is a moot point. The official reason given was that M.V. had nothing left to prove but doubtless the Issue 59 | Ulster Road Racing in Focus

37

Ulster Grand Prix 1959 - John Surtees. loss of Surtees and Ubbiali was the main factor. The Count hurriedly relented when Hocking made overtunes to Honda and four cylinder M.V.s were prepared for the Rhodesian. These were ostensibly “non-works” but no one was fooled by the prominent M.V.PRIVAT badges on the fuel tanks, and the usual M.V. entourage was much in evidence at the classic circuits. Needless to say

Hocking had no trouble in winning the world championships in both classes.

Domenico Agusta may well have had to admit defeat in the Lightweight classes, but never with the fours.

Throughout the 1960s they were the backbone of Classic racing. After Hocking, Mike Hailwood, Giacomo Agostini and finally Phil Read made the 500cc world championship a permanent

Ulster Grand Prix 1961 - Gary Hocking - ‘Privat’ MV 38

Ulster Road Racing in Focus | Issue 59

fixture at Gallarate. In the 350cc class Jim Redman and Honda interceded during the mid 60s and when the 500cc Honda materialised the M.V fours were redesigned as threes to save weight and reduce height and width. Then when Honda withdrew from Classic racing redesigned M.V. fours were produced to combat the Yamaha challenge in the early 1970s.

The death of Domenico Agusta in 1971 and the assumption of corporate power by his brother Corrado did little to foster M.V. racing policy.

Rationalisation took place and helicopter production took precedence over motorcycle racing . Finally the last bastion of the four stroke racing engine was swept away in 1976 by the flood tide of the two-stroke technology from the Orient. But the big M.V. went out in style. The last classic victory was the final Grand Prix of 1976 at the German Nurburgring with Agostini in the saddle scoring his one hundred and twenty second and last victory. The M.V. was a beautifully styled machine pushing out 105BHP at 14,300rpm - more than twice the power of the 1950 four. Today only a dwindling band of ageing greybeards remember the sight and sound of an M.V. four in full flight on the Classis Grand Prix circuits.

BARRY SEWELL

THE GUTHRIE DYNASTY -

Part 2. JIMMY GUTHRIE

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any moons ago in South Africa the writer spent an afternoon with Jimmie Guthrie chatting about his personal life and his racing career in the 1960s. Naturally much of the conversation centred around Jimmie’s famous father - the father he never knew due to his death in 1937, two months before his son was born.

With such a pedigree it was only natural that the son of the family would come under the influence of many wellknown motorcycle enthusiasts, in particular Graham Walker and “Doc” Galloway, the International Six Day Trial enthusiast, played a significant role.

Young Jimmie, with a sound education behind him took a pupilage course with the Rootes Group in Coventry and eventually qualified as an automobile engineer. Motorcycles had played a part in his life when, as a schoolboy, he had

a 250cc BSA while others including Norton, Douglas and Matchless followed. “Doc” Galloway took Jimmie on a Continental tour by motorcycle and sidecar during 1952. The itinerary included a four day stopover in Berne for the Swiss Grand Prix and, as Jimmie related, it was quite a surprise to meet up with his mother who had travelled over with Graham and Mrs Walker.

Jimmie was now working as a service representative for Rootes. His racing career began in 1960 on a 1957 500cc Gold Star BSA. He entered the Easter weekend meetings at Errol and Charterhall in Scotland but the only result was a badly dented ego. However he persevered and gained steadily in experience and confidence shrugging off many disappointments - including several tactless remarks that he had not inherited his father’s ability in the saddle! Jimmie remembers with relish the occasion when he grounded the megaphone in the Esses at Oulton Park

as the first indication that he was beginning to go places.

In 1961 he had the opportunity to buy an ex-Bob McIntyre 350cc Norton Special from Joe Potts stable at Bellshill.

The bike, not all that fast as it turned out, had the distinctive McIntyre shortened and lowered frame and an A.J.S. swinging arm rear end. Jimmie paid tribute to Bob Mac and the part he played in the early days of his racing career : on top of free advice, spares and general know-how Bob also threw in a set of secondhand racing leathers for the princely sum of two shillings and sixpence !!

In 1961 Jimmie gave up his job with Rootes to enter the family business in Hawick. This had been started by Jimmie’s father and his brother Archie, and in prewar days had swallowed up all the hard-earned cash from racing.

However on the death of Archie in 1964, legal complications arose and the business passed into other hands.

Jimmie Guthrie at Sulby in the 1967 Senior Manx Grand Prix.

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A heart 500cc Featherbed as raced by Joe Dunphy and Jimmie Guthrie.

Jimmie then joined Shell on sales development and in time became marketing manager.

With more time to devote to racing he set his sights on the 1962 Manx Grand Prix. The T.T. circuit was a revelation and during practice periods he learned more than the previous two seasons on Short Circuits. In the race, riding the ex-McIntyre Norton he lost the megaphone on the second lap and on the last lap the conroe broke to such effect that the hub tore out of the rear wheel. Jimmie’s efforts had not, however, gone unnoticed. No less a personality than the tuner Francis Beart - as shrewd a judge of racing talent as ever was - approached Jimmie to ride for him in 1963.

Jimmie was now living in Edinburgh and only on the odd occasion did he venture south of the border to race.

Although he competed over the years at Oulton Park, Mallory Park, Brands Hatch and Silverstone. Time, expense and the travelling involved ensured that he never made the big time as a short circuit exponent - not that the ability wasn’t there. As late as 1967 Peter Williams, of Norton Villiers fame, convinced him that all that was lacking was more frequent competition.

Guthrie almost decided to turn professional but eventually the demands of his business career decided him otherwise. Jimmie was at his best in pure road races such as the Manx, the 40

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Isle of Man Southern 100 and the North West 200 : in the latter two he won the Best Newcomer awards.

The 1963 Manx Grand Prix was the breakthrough for Jimmie. Twentieth in the 350cc race (Beart’s other runner Peter Darvill was first) . Jimmie celebrated his first outing on a fast 500cc by finishing a superb third to Griff Jenking and Darvill at a speed of 92.04mph, thus giving Beart a unique treble.

In 1964 Jimmie had a considerable setback. Riding Beart’s immaculate 350cc Norton he was lying a handy fifth at the end of lap two. The race was run in typical Manx autumn weather with strong winds gusting to gale force.

Guthhrie was unfortunate enough to catch a wayward blast at Rhencullen and he was actually blown off the road into a wall of a stout Manx stone cottage. The resulting dislocated shoulder plus the subsequent six months layoff from racing left him in a very detuned state and all his interest in racing evaporated. Once the initial shock had worn off he was soon back in the groove. He bought, from Charles Mortimer, the 500cc Norton on which Griff Jenkins had won the 1963 Manx.

An entry in the Southern 100 reassured him that the old spark was still alight and two finishes were good enough to warrant another offer from Beart to ride in the 1965 Manx. The strenuous races proved a real trial of strength for

Jimmie’s wrecked shoulder and he had to be lifted from his 350cc mount after finishing sixth. In the foul weather 500cc race he made three pit stops for goggles and gladly settled for fourth place.

During 1966 Jimmie made the decision to concentrate on the 500cc class. No sooner had the news got around however, Reg Orpin approached him to ride his 250cc Greeves. This immaculately prepared special suited him admirably and, after a dramatic practice session in which he managed two laps, he scored yet another fourth place. In the 500cc event he was lying third for most of the race but a mixup with his signalling arrangement dropped him to yet another fourth place.

Those readers who do not believe in fairy tales could well find the final chapter of the Guthrie story hard to swallow. Jimmie’s mother decided to break a thirty year vow not to watch her son race. However on her arrival in the Isle of Man she was met by depressing news. After a couple of seasons of terrible luck in the Manx Grand Prix, Keith Heckles had dominated the practice periods and looked odds on for a 350/500 double.

Son Jimmie on the other hand was a lowly sixth fastest on his Charles Mortimer entered 250cc Greeves and although he was second fastest 500cc at 95.46mph. Heckles had gone round 32.4

seconds faster at 95.46mph.

The first race of the week was the 250cc. Due to inclement weather it was reduced to three laps of the Mountain Circuit. Guthrie started well and built up a lead over eventual winner, Brian Ball. At Sulby on the first lap the lead was thirty seconds. Theen the Greeves seized solid !! The afternoon’s 350cc race was only of academic interest to the Scot as a non-competitor but it gave

a foretaste of what was in store for Heckles when he retired his Norton with waterlogged electrics on the last lap when well in the lead. In contrast the Senior race was run in near perfect conditions. Guthrie had prepared his own machine although Francis Beart had seen to the motor. It was now or never. Heckles completed lap one just over twenty seconds up on Guthrie. On lap two the Scot was over fifty seconds

Jimmie with the magnificent Senior, Manx Grand Prix Trophy.

adrift but he pulled back precious time with a fast fuel stop on lap three. Then came drama ! On lap four Jimmie passed through Signpost Corner ahead of Heckles and soon the news broke that Keith’s machine had dropped a valve at the 33rd Milestone and he had started his long push to the finish.

Thereafter Guthrie eased off and covered his last lap at a comparatively slow 89.07mph for a race average of 94.93mph.

Guthrie’s decision to quit racing at the end of the 1967 season caused a ripple of disbelief amongst the racing fraternity . Many Manx Grand Prix winners had progressed with ease into the paid ranks, Geoff Duke and Bob McIntyre to name but two. There is no reason to doubt that Jimmie Guthrie could not have done the same. However he stuck to his decision even in the face of tempt ion offers from British and Japanese racing teams, each worth £30,000 on a three year contract.

The details of the elder Guthrie’s fatal accident have long been a mystery - and are likely to remain so. In 1967 when Jimmie accompanied his mother to the memorial service at the scene of the accident he spoke to several people who were present on the day, in particular Graham Walker, and came to the conclusion that his father died in suspicious circumstances. For example the Gestapo clamped a security blanket on the whole affair and Mansfeld, the German rider that Guthrie had been lapping at the time, was mysteriously spirited away and did not reappear for two months. A further air of intrigue was discovered when the set of leathers and crash helmet eventually returned proved not to be those worn by Guthrie.

And what became of Mrs Guthrie ?

After what can only be described as a traumatic experience, many a lesser woman would have turned her back on the world and the sport which had widowed her with an infant daughter and an as-yet unborn son. Instead she took life by the scruff of the neck and got on with the job of raising her family. She lived out her days in the family home in Hawick surrounded by memories of the past. Her comment “At last he’s made it “ when her son won the Senior Manx Grand Prix probably expressed the hopes and fears of half a lifetime.

Jimmie, like his father, is a warm,friendly man now nudging eighty years of age. Still riding in short circuit events his companions have included such luminaries as Jim Redman and Paddy Driver. A true upholder of the Guthrie name.

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Classic Racing T

he Classic guys were in their element at the Tandragee 100 this year and even the unpredicted heavy rain and iffy conditions wasnâ&#x20AC;&#x2122;t enough to dim their spirits. The large field of over thirty riders put on a great show with all classes well represented. Even though Ballymenaâ&#x20AC;&#x2122;s Barry Davidson was the first man home it was 2-stroke fanatic Jamie Oâ&#x20AC;&#x2122;Brien from Liverpool who chased him throughout the entire race.

With Davidson the first man home in the 351-500 cc group, Gary Jamison was second in 5th place. Visitor Phillip Shaw was first in the 250 cc Class followed by Brian Mateer on his 250cc Suzuki. Nigel Moore is still a good rider and he took 3rd place overall, and 1st place, in the 251-300 cc Class. Following Oâ&#x20AC;&#x2122;Brien in the Senior 501-1000 cc Class was top exponent Robert McCrum from Ballygawley on the TTS 850 cc Weslake.

Andy Kildea (51) leading Barry Davidson (40).

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Ulster Road Racing in Focus | Issue 59

Nigel Moore on his home built 198cc Dempster Honda.

James Conroy back at the top again.

CLASSIC RACING

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he season for Classics opened at Bishopscourt on Easter Saturday and was supported by over twenty entries. It was good to see ex-350cc Champion, James Conroy back again after a season in the diesel class.

He was back to his best with a couple of wins in the 350cc Class as well as leading the field throughout the two races. Not to be outdone, his father Alex piloted his 500cc Honda home first in both 1000 cc races, followed by Andy Kildea and David Carleton. Manx specialist, Brian Mateer won both 250cc races ahead of ex-2016 Champion Barry Davidson and Nigel Moore on his recently constructed 200cc Honda. Nigel is better known for his 125cc (Moto 3) exploits but with this class having diminished over the years he prefers to concentrate on the Classics.

John Dixon from Loughgilly.

It is a pity the loud noises made by the TZ 2-stroke brigade never materialised as they would be a welcome addition to this class. Over the weekend only three of these iconic machines appeared ; Malcolm Love - Keith Millen and Chris Blair.

Barry Davidson (40) laps Roger Chen (182). George Stinton (24) followed by Brian Mateer (87).

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Sam Kinkead (9) and David McVicker at Bishopscourt.

(Above) Alex Conroy (Left) Damien Lynch.

(Below) Pat Murray (70) leading Damien Lynch (156), Sandy Brown (15) and Mark Kirkpatrick (21).

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Robert Wright (30) passing Roger Chen (182) at Bells Crossroads at Tandragee.

Patrick Walker from Rugby.

Gearoid Hoare.

Tony Willis (191), Sean Leonard (134) and Ian Thompson (69) appear out of the rain at Tandragee.

Race winner at Tandragee Classics was Barry Davidson.

David Carleton (26), Alexander McVicker (43) and Trevor Rufus (27) head for the start.

Gary Hutton (20), Keith Clarkee (71) and Brian Mateer (87) at the start of the wet race.

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SIDECARS

he Chairmen’s season opener was staged at Kirkistown on Easter Monday with a dozen of these monsters lining up on the grid. The first race was won by Terry O’Reilly and Aiden Browne after last year’s champion, Dylan Lynch sent his passenger for a fish supper early in the race. Not sure if Scobie Killough was filling that pipe with wacky backy but he took a brilliant second place. Behind, Denis Cusack and Simon Mythen chalked up two 3rd spots, firstly in front of Dublin’s Fergus Woodlock and Alvin Griffin and then Dylan Lynch, after he found his partner Brian Butler. Peter O’Neill and Jack Galligan had a poor start in the first race but made up for that with a great win in the second.

Andy Kennedy and Steven Smyth dressed for action.

(Above) Paddy and Danny Conway had two DNFs.

(Left) Peter O’Neill with Jack Galligan camera-shy.

Scobbie Killough and Eamon Mulholland on to a record breaking 2nd spot.

Just like the Conways, Derek Lynch had two DNFs. 46

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Winners of the day were Terry O’Reilly and Aiden Browne with a 1st and 2nd finishes.

Fergus Woodlock and Alvin Griffin on their way to 4th place.

(Above) Denis Cusack and Simon Mythen had a couple of great 3rd places.

(Left) Dylan Lynch looking for his partner Brian Butler in the first race.

(Below) Sam Wright and Mark Cash ready for action.

Paul May and Brendan Dowd heading for battle.

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