Urrf number 54

Issue 54 Spring 2015

06

9 771742 412017

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Ralph Bryans - Part 2 The Honda Glory Days Jonathan Rea Bad Days at Bianchi Suzuki’s TT History Maker Short Circuit Racing

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Photographers: Eddie Mateer, Rowland White

Ulster Road Racing in Focus is produced by Ulster Speed Promotions, 6 Parkland Avenue, Lisburn E: ulsterspeed@btinternet.com Tel: 028 9266 4336 Front cover - Jonathan Rea on the podium at Assen.

Photo Maurice Montgomery

Archives: Barry Sewell

The views expressed by the contributors are not necessarily those of the editor or the publishers. Whilst every care is taken to ensure that information published is accurate and reliable, the publishers cannot be held responsible or accept liability for any errors or omissions in this pubication. ALL RIGHTS ARE RESERVED. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form, or by any means, electronic, mechanical, photocopying, recording or otherwise without the prior written consent of the owner. No liability is accepted for the safe custody of unsolicited materials and manuscripts. Publication of accepted articles is not always guaranteed and the publishers will not be held liable for any manuscripts, photographs or other materials lost or damaged while in their possession, although every care will be taken. The editor reserves the right to amend any such articles as necessary.

Comment

REA OF SUNSHINE

I

t is a long time since Joey Dunlop led a four stroke Formula 1 World Championship class but here and now, our own superstar Jonathan Rea is sitting in pride of place, leading the prestigious World Superbike Championship. This championship now matches the Moto GP for status as the followers can still associate their over-the-counter road going bikes with the modified machines raced in these championships.

The ordinary fellow cannot relate to the Moto GP space rockets and much of the draw is on the magical names of the riders - Rossi, Marquez, Lorenzo, Dovizioso, etc - even these guys riding a BSA Bantam would have appeal.

All our top riders are now selling their wares outside this country in high profile events such as Moto GP, World Superbikes and BSB championships and we donâ&#x20AC;&#x2122;t get to see them in the flesh anymore.

The North West and Ulster Grand Prix races are the only time we get to see quality international racing over here now. With the North West just round the corner all eyes are on the invasion of the top road

racers when our own special road racers will stand toe to toe with the best.

It was good to see the spectators back at short circuit racing again over the Easter weekend and both meetings were well received by the large crowds Kirkistown had the largest crowd seen for many years.

Even without some of the top riders the battles were hectic in all races. William Dunlop was a welcome addition and his special skills were much appreciated, even though he slid off at Kirkistown chichane when in the lead in the first Supersport race.

The surge of top class motorcycle racing has not been good for our own bread and butter championships but it is here where we see the stars of the future. Recently we have seen two of our top exracers introduce their sons to the sport - Eugene McManus and Michael Swann - who knows what the future holds but we do know they are under the best instruction possible.

For all riders and organisers of the North West we wish them a safe and successful event and hope there is excellent weather to match the excellent racing.

Marty Nutt 4

Ulster Road Racing in Focus Issue 54

THE RALPH BRYANS STORY PART - 2 : THE HONDA GLORY DAYS

F

or someone weaned on Joe Ryan’s “fireplace” Nortons the call to ride factory Honda 50cc twins and 125cc fours, and being answerable to team leader Jim Redman, was a challenge with a steep learning curve. In particular coping with the idiosyncrasies of the little 50cc RC114 twin proved a nightmare.

Powered by a four valve double overhead camshaft engine it revved to nearly 20,000 and tipped the scales at a mere 50 kg (110 lb). Top speed was 100mph.

Precision engineering, that would not have shamed a watchmaker, was evident in the crankshaft, conroe and piston assembly that fitted comfortably into the palm of a hand. A curious weight saver was the front bicycle-type brake with a calliper gripping the wheel rim.

With little flywheel effect (In comparison to a Manx Norton) leading to a distressing tendency for the engine to die when the throttle was closed, it was necessary for the rider to acquire the knack of playing tunes on the nine speed gearbox, allied to judicious use of the clutch, to keep the engine on song.

After mechanical failure in the Spanish and French Grands Prix and another burst engine in practice for the I.O.M. TT the penny finally dropped on the last lap of the race when he stormed through the field from sixth position to finish second to World Champion Hugh Anderson on a Suzuki. If proof was required that the wee Ulsterman was a World Champion in the making it was provided when he won the next three rounds in Holland, Belgium and Germany. He led the next race at Imatra in Finland despite having started the race with a worn set of brake blocks but eventually the brake failed and he retired after a fall. Anderson won the race to retain the championship but Ralph had the last laugh when he led a Honda 1-2-

6

Ralph sitting on Ray McCullough’s 1971 QUB Yamsel on which he beat Barry Sheene and won the 1971 UGP 250cc race.

3-4 finish at Suzuka in Japan. His 1964 rides on the 125cc four garnered him four third and one second placings - a good result as his team-mates Redman and Luigi Traveri had first pick of machines.

Nineteen sixty five was Ralph’s annus mirabilis. The 125cc fours were

Ulster Road Racing in Focus Issue 54

outclassed by two stroke technology employed by Suzuki, MZ and Yamaha and the Ulsterman concentrated on the 50cc machine that Honda had developed. Power output was upped to 13 bhp and safe revs were 21,000.

Ralph was joined by team-mate Taveri in a two-pronged attack

designed to relieve Hugh Anderson and Suzuki of the world crown. This resulted in a season long battle with Anderson and Degner, but with victories in Germany, France and Holland and a crucial second in japan Ralph wrote his name in motorcycle racing history as the only GP World Champion from the Emerald Isle.

Nineteen sixty six saw the demise of the Honda challenge for 50cc world honours. Ralph won in the Isle of Man and Taveri in Spain and Holland but Suzuki rider Hans-Georg Anscheidt proved too good on the faster circuits. In the 125cc Class he rode the 125cc five cylinder Honda on occasions and finished third in the championship behind Taveri and Bill Ivy (Yamaha). Ralph recalled that the 125cc five was another nightmare due to the difficulty in setting up the five carburettors and having to slip the clutch getting away from slow corners.

At the end of 1966 Honda decided to concentrate on improving their four stroke lightweight machines in an effort to combat the new generation of water-cooled two strokes. Honda offered Ralph what was in effect a year long period on the sidelines, or a six cylinder 250cc in support of Mike Hailwood in his quest for 250cc, 350cc and 500cc honours. What he got was a 1966 machine, the services of one mechanic, one engine and a warning to limit the revs to 17,000 !! He won in Germany and Japan and helped Hailwood to win the title by winning the German race and relegating Phil

Ralph and Jim Redman at the NW Cavalcade in place of the cancelled race meeting.

Read to second place. Ralph also had outings on the 297cc Honda six in the 350cc Class and won at Monza.

However despite having to ride the bike set up for two stone heavier Hailwood in the Ulster Grand Prix he scared the pants off Giacomo Agostini by finishing a mere ten seconds behind the three cylinder M.V.Agusta. After winning the final event of the season in Japan Ralph had high hopes of securing new machines with which to contest the 1968 season again with Hailwood.

But the inscrutable Japanese had other ideas and blandly announced

that development work on four stroke machines was being abandoned. Instead the pair were being offered the loan of existing machines on condition that they were only ridden in nonchampionship events. Ralph was loaned a five cylinder 125cc and a six cylinder 250cc while Mike had a 297cc six and a 500cc four. Ralph enjoyed a carefree season being able to negotiate his own finances with race organisers while not worrying about championship points. At the end of the season Honda wanted the bikes back and he borrowed a 125cc

Ralph leads team mate Taveri in the 1966 50cc TT at Quarter Bridge - Pic courtesy Bill Snelling (FoTTofinders) Ulster Road Racing in Focus

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A happy group of Tommy Robb, Stuart Graham, Jim Redman and Ralph.

five and a 250cc four from the nowretired Taveri for the early season Italian meetings. After several outings he broke a wrist go-karting

and was sidelined for the rest of 1969.

In 1970 Chester dealer Bill Smith assembled a team comprising

Ralph on song winning his last race at the NW on the Honda 4.

8

Ulster Road Racing in Focus Issue 54

himself, Ralph and Tommy Robb to ride race-kitted CB 750cc Honda fours in the Daytona 200 in America.

This resulted in another nightmare for Ralph when he crashed his bike in practice and watched it burn. He started the race on Bill Smith’s bike but broke a cam chain after only five laps. At the age of 29 Ralph decided on one more race to end his racing career. Again Luigi Taveri loaned him a nine year old Honda 250cc that carried him to what was the most popular win on the north coast circuit. Ralph continued to ride Montesa two stroke machines in trials until 1990. Having moved to Scotland in the mid 1960’s he started a car panel replacement company that expanded to provide employment for one hundred and twenty people. It was not all work and Ralph’s hobbies included deep sea fishing and shooting with the local gun club.

In his later years Ralph embraced Humanism. This is not a religion in

the accepted sense, rather a way of life that dates back to the Italian Renaissance during the fourteenth century. Humanists include atheists and agnostics who make sense of the world using reason, experience and shared human values. They take responsibility for their actions and base their ethics on the goals of

human welfare, happiness and fulfilment. They seek to make the best of the one life they have by creating meaning and purpose for themselves, individually and together.

Ralph passed away from cancer at his Ayrshire home on August 6th 2014, aged seventy two. Family and

Ralph in good company with top riders including Ray McCullough and Taveri.

(Pic Simon Thomas collection)

On the exclusive Honda 6.

On the potent Honda 6.

friends celebrated his life and achievements at a gathering conducted by a Humanist Celebrant before his cremation at Mason-hill Crematorium on August 21st 2014.

This was followed by a traditional Irish-style wake in an Ayr hotel - a fitting tribute to one of Ulsterâ&#x20AC;&#x2122;s favourite sons.

Barry Sewell

Catching a stingray on one of his deepsea fishing trips.

Ralph enjoyed Trial competition Negotiating Governors Bridge in the 1966 50cc TT as much as road racing.

(Pic Bill Snelling Fottofinders)

His last road race win on the 250cc Honda 4 at the NW. Ulster Road Racing in Focus

Issue 54

9

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Ulster Road Racing in Focus Issue 54

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2015 Race Week 10th-16th May 2015

VAUXHALL 2015 NORTH WEST 200

Baked in sunshine and ready to go - a great scene.

T

he 2014 North West 200 event was more than a little bit special when our special breed of local riders produced top drawer performances to carry home seven of the eight prestigious winners awards.

Lee Johnston came of age in his road racing career with a brace of victories, also matched by Alistair Seeley and Michael Dunlop while his brother William chalked up the final win in a race-to-the-line Superbike race. The fly in the ointment was Kiwi, Bruce Anstey, who lived up to his well documented reputation by winning the Milwaukee Supersport race.

With all these high profile riders entered again for this magnificent event it looks like last yearâ&#x20AC;&#x2122;s final result sheet could be surpassed by our own home grown talent. Again it is backed by Vauxhall Cars and to do battle with the visitors we

have Alistair Seeley, William and Michael Dunlop, Lee Johnston, Stephen Thompson (along with Dan Kruger on BMWâ&#x20AC;&#x2122;s), ex GP star Jeremy McWilliams and Ryan Farquhar back on the big bikes again. The legion of visitors includes John McGuinness, Ian Hutchinson on a rare MV Agusta, Michael Rutter, favourite Dean Harrison accompanied on the well-run Mar-Train Team by Gary Johnston, Peter Hickman, Keith Amor now on the big bike and many more. David Johnston from Australia is the highest profile newcomer and his ability is so far unknown. Throw in a few more visitors with unknown pedigrees and several of our local riders and there is a mix which will keep the host of spectators on their toes for the entire week.

The racing programme begins on Thursday PM with the first three races and concludes on Saturday with the full seven race programme

Tyco partners William Dunlop and Guy Martin are back in force again.

12

Ulster Road Racing in Focus Issue 54

Alistair Seeley (34) will have stiff opposition again this year.

This bevy of riders will be enough to set any meeting alight.

Guy Martin

Alistair Seeley

Dean Harrison

Keith Amor

Local stars Ryan Farquhar (77) and Jeremy McWilliams(99) will hope to lead the Supertwins race as in 2014.

Ulster Road Racing in Focus

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METZELER ULSTER GRAND PRIX BIKE EXTRAVAGANZA

T

he Metzeler Ulster Grand Prix, the Worlds Fastest Road Race, has been under concentrated planning since the 2014 edition finished last August and this year’s programme promises to be bigger and better than ever before. The hard working Dundrod & District Motorcycle Club have been involved in not only updating safety regulations and facilities but also promoting this high profile event throughout the world. This historic Dundrod course has changed little since the Ulster TT Sports car racing in 1950, and the UGP in 1953, and is only for real road racers with its demands at the Rock Bends, Irelands, Tornagrough and Quarries - this is not for the faint hearted.

The Dundrod 150 races on Thursday of the Bike Week are very popular with the locals as it gives them an opportunity to perform in front of their own partisan supporters on a course ridden by many of the worlds greatest racers - Agostini, Hailwood, Duke, Bryans, Read, Ivy etc, as well as our own top champions Herron, McCullough, Robb, Dunlop, Reid, Creith, Cowan, etc. The Newcomers list gets bigger every year for this once-in-a-lifetime experience.

Metzeler is proud to be the overall sponsor again and along with the host of sponsors lining up it promises to be another Prix not to be missed - the superb TV coverage is beamed to many overseas countries which underlines the demand for this great show.

With ticket sales already up on last year and the demand for hospitality greater than ever before early application can be recommended. All the worlds’ top road racers will be on show again and the interest in seeing something which is not in every country makes it really special. See you in August at the World’s Fastest Road Race which is on the up and up in popularity.

14

Ulster Road Racing in Focus Issue 54

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SHORT CIRCUIT RACING Start of the Superbike race with Alistair Kirk (9), Alan Bonner (122), Jamie Patterson (10), Gerard Kinghan (4) and Derek Shiels (82) ready to go. victories in the Superbike and Super he traditional Easter weekend other commitments over at Donington Twins races. IFS sponsored Robert English and so the road racers had a field day.

At races at Bishopscourt and Bishopscourt Derek Shiels carried off the claimed the first Supersport race after Kirkistown opened the 2015 Enkalon Trophy after a win and a second early leader William Dunlop slid off at season with a real blast of good the chichane but he redeemed himself place in the featured Superbike races, weather and excellent racing. Both by taking a clear second race win, ahead with Gerard Kinghan in second and the MCRRCI and Belfast and District Alistair Kirk in third. William Dunlop of English in second spot. Derek Shiels Motorcycle Clubs deserve great carried off both Walter Bell Superspport crowned a great weekend by winning credit for staging these slickly run races in real style while Michael Rea had the Mayor’s Trophy, ahead of Stephen events which gave a great opening Thompson and Alistair Kirk. no opposition in the Supersport Cup The future of short circuit racing had a races. Christian Elkin and Mark to the season. The early season real boost when two of our countries’ Track Days and visits to Spain meant McConville won both their races in the top riders arrived with their children to Super Twins and Stock Twins nothing as it is testing under race start racing - Michael Swann with his son respectively. conditions which really put the Scott and Eugene McManus with his son The largest crowd at Kirkistown for machines under proper testing. many years once again saw a great day’s Eugene - if they turn out anything like With so many good young riders here their fathers then the future looks really racing, run perfectly by the B & D Club. at present the racing was first class. bright as both the fathers were top shelf Again the regular road racers came out Many of the top short circuit riders had racers in their own era. on top with Jamie Hamilton picking up

T

Jason Lynn (38) and Christian Elkin (8) in the Supersport Pro race.

Tight formation at the chichane.

16

Ulster Road Racing in Focus Issue 54

Alistair Kirk (9) had a great race with Gerard Kinghan (4) and Derek Shiels (82).

William Dunlop came to grief after the start of the Kirkistown Supersport race.

Nikki Coates.

Eugene McManusâ&#x20AC;&#x2122; will make a great team.

Mark Glasgow (50) holds Tommy Oâ&#x20AC;&#x2122;Grady (241) and Charles Stuart (25) at bay in the Superbike Pro race.

Ulster Road Racing in Focus

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17

Battle for position at the start

Cody Nally

Michael and Scott Swann

Joseph Loughlin (27) battles with Matthew Hazlett (19).

18

Ulster Road Racing in Focus Issue 54

Billy McKinstry and Christian Chris Dowds and William Dunlop Elkin

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NEIL ROBINSON MEMORIAL TROPHY RACE

M

ost of todays young riders have never heard of Neil ‘Smutty’ Robinson but he was a rider held in high esteem by motorcycle racers from all over the world. After winning the 250cc British Championship and then winning the UGP Formula 1 World Championship race in 1986 ahead of Joey Dunlop , Neil lost his life in a crash at Scarborough the following month.

In 1987 Neil’s top sponsor, Jim Finlay, agreed to run a Neil Robinson Memorial Trophy Race alongside his already

established Sunflower Trophy meeting, under the auspices of the Hillsborough Motorcycle Club. The initial race was won

by Joey Dunlop while the second year World Superbike legend Carl Fogarty lifted the trophy. After 1988 this event was shelved but the Mid Antrim revived it again this year when their own Mid Antrim 150 was cancelled for the second successive year.

This year’s Memorial race was complimented by a full programme of races , held at Bishopscourt in ideal conditions. In a close, exciting feature race it was Dromara’s Alistair Kirk who lifted

Chris Campbell from Belfast.

20

Ulster Road Racing in Focus Issue 54

the Trophy, just two seconds ahead of Gerard Kinghan and Stephen Thompson in quick succession. Double victories were the order of the day when Kirk again put his name on the top step of the both Superbike Races, Christian Elkin in both Supertwins races, Alvin Griffin in both Lightweight 400cc races, Andy Brady in both Pre-Injection races and Barry Davidson in both 350cc Classic races.

Antrim’s Robert English had to settle for second place behind Jason Lynn in the first Supersport race but reversed the positions in the second race. All in all a good day’s racing with close battles in all classes.

Paul Robinson (18) leads Adam Oâ&#x20AC;&#x2122;Boyle (23) and Eugene McManus in the Moto 3 / Lightweight race.

Alistair Kirk, winner of the Neil Robinson Memorial Trophy.

Paul Demaine (12), Eoin Collins (121) and Paudine Keohane (95) at the chichane.

Ulster Road Racing in Focus

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21

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FACES AT THE RACES

FACES AT THE RACES

ROAD RACING Start of the Open race with Derek McGee and Michael Dunlop leading the charge.

T

he road racing season began on Saturday 25th April with the top riders using it as a practice to set up bikes and blow off the cobwebs for the North West 200 which is just a couple of weeks away. The good weather helped and it was a meeting of double successes

throughout the day. Team of the meeting was the Tyco outfit of Guy Martin and William Dunlop who chalked up doubles apiece in both Superbike races and both Supersport races. Barry Davidson also chalked up a double in the Classic section, in the 350cc and 500cc races.

William Dunlop passing backmarker Stephen Degnan on his away to a Supersport win.

26

Ulster Road Racing in Focus Issue 54

(Above) Derek McGee (86), Derek Shiels (82) and Michael Dunlop (3) on the first lap of the Open race.

(Right) Stephen Thompson.

(Below) Paul Jordan (22) avoids a faller at the first corner.

Ulster Road Racing in Focus

Issue 54

27

(Above) Double winner Guy Martin.

(Right) Guy martin and Michael Dunlop giving nothing away.

(Below) Dean Harrison (2) and William Dunlop (6) lead the second wave in the Open race.

28

Ulster Road Racing in Focus Issue 54

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A series of images of World Superbike leader JONATHAN REA from Co Antrim.

Ulster Abroad Leading a high class field at Assen.

The full team were in top spirits after his second win at Assen.

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Ulster Road Racing in Focus Issue 54

(Top Left) The Mar-Train team after Dean Harrison’s success at Scarborough.

(Left) Marshall Neill back for more of the same.

(Above) Glen Irwin at Donington with Norma de Bidaph from Gearlink.

e have always had a group of impressive motorcycle tarmac racers which could match any other country in the world and once again another one has climbed the ladder of fame - Jonathan Rea. He comes from a great family tradition of racing and is the latest star to shine in one of the two most competitive classes in the world, The World Superbike Championship. After another brace of wins in Assen he now leads the World Championship by a lorry load of points and he is looking really good on his change of machinery from Honda to Kawasaki. We look forward to the rest of the season and pin our hopes on Jonathan climbing the top step at the end of the year.

W

With the high profile BSB and other championships now in full swing a clearer picture re performances is starting to appear and most of our Ulster riders are still showing front running form, just like 2014. Eugene Laverty is back in the top Moto GP series again but this time is racing at the very top class. His attitude of ‘Softly, softly catchy monkey’ is the best way to go for future success. Alistair Seeley, Glen and Andrew Irwin, Joss Elliott, Andy Reid, etc., are all settling into their own individual classes, posting podiums already so early on in the season. Unfortunately Carl Phillips and Cody Nally on the MWR Racing Team had slide-offs at Donington and their minor injuries sidelined both for the second round at Brands but it will not be long before they will be making waves again at the front of their own classes.

The BSB Superbike riders celebrate the beginning of another season.

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SUZUKI”S T.T. HISTORY MAKER

Suzuki teamsters Ichino, Itoh and Morshita - Isle of Man 1963.

F

or the first twenty five years of their existence the Isle of Man Tourist Trophy Races were so much the preserve of English, Irish and Scottish riders, and Englishmade machines, that they qualified for inclusion with such traditional Anglophilia as cricket at Lords, tennis at Wimbledon and soccer at Wembly. But change is inevitable and in 1937 Omobono Tenni (Moto Guzzi) became the first all-foreign pairing to dent British supremacy on Mona’s Isle. Ewald Kluge (DKW) repeated the dose in 1938 and Georg Meir hammered home the lesson by winning the 1939 Senior TT on his supercharged BMW. The aftermath of the Second World War stemmed the foreign onslaught before Dario Ambrosini won on his Benelli in 1950. NSU, BMW, Mondial and MV Agusta captured the lion’s share of the spoils as the fifties advanced and foreign rider/machine wins became an 32

accepted fact of life - and there was no respite as the 1960’s arrived. The sun was rising in the East and Honda, in an amazing short period of time since it’s Isle of Man debut in 1959, served notice that a Japanese TT win was imminent. Mike Hailwood duly obliged in the 1961 125cc race and then, in 1963, the unthinkable happened - a win in a TT race on the Snaefell Mountain Circuit by a Japanese rider on a Japanese machine.

Racing fifties first achieved world championship status in 1962. Britain was by then a spent force as a manufacturer of motorbikes - both racing and otherwise, and it was left to the Japanese and Germans to provide potent machinery.

Honda had a delightful miniature grand prix bike with a single cylinder

Ulster Road Racing in Focus Issue 54

engine, sporting gear driven overhead camshafts operating four valves. The gearbox was in unit and contained eight ratios and the power unit ran at 14000 rpm to produce 9.5bhp.

Suzuki fielded an air cooled single two stroke complete with a disc inlet valve. Power output was 106bhp at 11000rpm. Kreidler of Germany produced a very interesting machine. This was a two stroke with the cylinder laid horizontally. Two carburettors were fitted with a disc inlet valve mounted on each side of the crankcase. What really set the machine apart was its transmission.

In addition to the four speed gearbox controlled by a conventional foot pedal, a further 3 speed box was driven from the output shaft of the four speeder.

This second cluster of ratios was

by BARRY SEWELL

Ichino and Morishita giving an impression of a horde of angry hornets on their Suzuki fifties at the 1963 I.O.M. TT - Signpost Corner.

Mitsuo Itoh - winner of the 1963 TT 50cc race.

charged by a twist grip control on the left handlebar, the combined effect of both boxes gave a choice of twelve ratios - barely enough for the intrepid rider to keep within the impossible narrow poser band between 13200 and 14000rpm.

The 50cc championship got off to a good start in 1962.

A lot of the interest stemmed from Ernst Degner the MZ rider who had defected from East Germany at the end of 1961 bringing with him years of know-how in the design and preparation of racing two strokes. In taking his expertise to Suzuki in Japan Degner unwittingly altered the course of motorcycling history. The combination of technical and riding ability enabled the likeable East German to win the 1962 50cc World title with victories in the TT and three other classics.

For 1963 the little Suzuki pushed out 11bhp and with a nine speed gearbox an additional 6 mph was available.

The Hamamatsu factory arrived for the fourth World Championship round in the Isle of Man with only one win

by Hugh Anderson at Hockenheim to its credit. The two classics in Spain and France had been won by Kreidler’s Hans-Georg Anscheidt.

There were no Honda ‘works’ entries and the race was a two-sided contest between the Kreidler’s of Anscheidt and Alberto Pagani and the Suzuki’s of Degner, Anderson, Bert Schneider, Mitsuo Itoh, Michio Ichino and Isao Morishita. During practice the lap record took a pounding. Degner upped it to 75.94 mph. Then Morishita, Itoh and Anderson all lapped faster and the New Zealander left it at 78.09mph. In the final practice Ulster Road Racing in Focus

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The Suzuki entourage, Isle of Man 1963.

session Degner was back on top with an incredible 79.06 mph thus making him a firm favourite to repeat his win of the previous year.

With only 18 starters out of 33 entrants the detractors of 50cc racing had a field day with the magazine ‘Motor Cycle’ remarking that ‘there was not even a woman among them for added interest’.

This was a reference to the 1962 event when Beryl Swain became the first female to ride solo in a TT race.

But the pundits were wrong and the 1963 50cc TT proved to be one of the best of the seven race Manx Series.

Pagani, Anderson, Anscheidt and Degner howled off with a sound akin to a million angry hornets.

With the little egg-cup sized engines 34

evenly matched and capable of 100 mph everyone vied to outdo the pack on every corner. On the first lap Anscheidt even tried to pass Anderson in mid-air at Ballaugh Bridge and succeeded. Fifty percent of the Kreidler challenge vanished when Pagani cooked a plug leaving Anscheidt to battle it out with the Suzukis.

The West German had pulled out a lead of 100 yards when he reached Kepple Gate on the first lap, an indication of the usefulness of a 12 speed gearbox on the climb up Snaefell. The Suzuki’s on the other hand had ann advantage in sheer speed and at the grandstand Anderson was just behind the Kreidler. Degner was third on the

Ulster Road Racing in Focus Issue 54

road and all of the first six had beaten the 1962 lap record.

Needless to say the leader board was made up of ‘works’ machines and the first private runner was Ian Plumridge on the only four stroke in the race, a production Honda. He was over five minutes adrift of the sixth man.

On lap two Anderson, Degner and Anscheidt fought tooth and nail for the lead. At Kepple Anderson forced his way into the lead but at Signpost Anscheidt out braked his two Suzuki mounted rivals to take the lead. At the end of the lap the first five riders had bettered the first lap time and Degner had clipped 14 seconds off his time. Then on the final lap Degner made his effort to break clear but then slowed with ignition problems and he was caught by Itoh. After Ramsey the Japanese screamed up the mountain and picked off Anscheidt who had problems with his machine’s suspension. Thereafter Itoh blasted past Anderson and won by 27 seconds at an average speed of 78.81 mph. Degner posted the fastest lap of the race at 79,10 mph.

The ‘works’ machines still running filled the first five places and Plumridge in sixth spot did not even qualify for a bronze replica. Further down the list of finishers in seventh place was a promising newcomer by the name of Bill Ivy. He rode a ‘special’ prepared by Frank Sheene whose son Barry was to achieve fame on the grand prix circuits in later years.

So ended a historic TT race.

Eventually the 50cc class died a natural death due to the lack of spectator interest. A few relatively slow machines spread out over more than 37 miles did not generally make for cut and thrust racing. But on the classic circuits fifties racing went from strength to strength. The class survived the FIM ruling restricting the number of cylinders to one and the gear ratios to six and on smooth and flat circuits the result was a colourful and exciting spectacle.

What a pity that the FIM ruling stifled technical innovation and the rumoured 4 cylinder 50cc Honda never saw the light of day.

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TOP TEN RIDERS Rowland White Ray McCullough

into the darkroom and only after y first experience of developing, fixing and washing working for the media could the results be viewed. was in 1966. A certain Occasionally, a would take a quick Mr Norrie Whyte, well known to look immediately after fixing and Ulster race fans, gave me a call before washing. from ‘Motor Cycling’ magazine No one knows everything about (based in Fleet Street at that photography and I would admit that time) and asked me to cover the I am still picking up things today. In upcoming Cookstown 100. That the early days I owed a lot to turned out to be successful and Beresford Martin, known to all in then in June of that year I was racing circles as ‘Bertie’. His knowledge was unsurpassed and asked to join Motor Cycling’s when I tell you that he never used a photographic team for the TT. separate light meter it will explain In 1967 ‘Motor Cycling’ merged just how competent he was. Bertie with ‘The Motor Cycle’ and I was an unassuming type of person continued to cover Road Races, and never really talked about his Scrambles and Trials all over Ireland days as a footballer with Glentoran and the Isle of Man. It was a roundand Tottenham Hotspur. the-year association.

Sadly, at the end of September Photography in those early days was much more demanding than it is 1983 The Motor Cycle’ then renamed ‘Motor Cycle Weekly’, became a today - My Pentax SL was manual casualty of a depression seriously focus, didn’t have a light meter and the lenses screwed into the body. All affecting the motor cycle industry of the cameras used film and it was a worldwide and so the end of case of rushing home from wherever, publication that had traced the industry and sport since March 1903.

Editor-in-Chief at the end time was Mick Woollett, a good friend to me since his time with ‘Motor Cycling’.

Having had the privilege of been involved during a golden era in motor cycle sport and then up to the present, I sat down to consider 10 riders that had left a lasting impression during that golden era.

Hence: Mike Hailwood, Giacomo Agostini, Ralph Bryans, Tommy Robb, Sam McClements, Ray McCullough, Joey Dunlop, Brian Steenson, Phil Read and Bill Ivy. In considering who was the greatest there are really only two Sam McClements

M

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Ulster Road Racing in Focus Issue 54

Tommy Robb

names in the hat, Hailwood and Agostini. Although Ago won 15 world championships to Hailwood’s 9, the latter won his across 250cc.

350cc and 500cc whereas Agostini’s were confined to 350cc and 500cc.

Also, Hailwood’s privateer escapades were outstanding, not to mention his legendary comback to the IOM TT in 1978 winning on a Ducati 900SS after an 11 year gap.

I had originally included Read and Ivy for their sheer entertainment value during the so called feud between them. However, when one looks at Phil Read’s credentials I feel he would be stand alone in third place. He did win 7 world championships - 125cc (1), 250cc (4) and 500cc (2), the latter being on MV Agusta machinery. Bill Ivy only won one championship, the 125cc in 1967 although his career was cut short when he was tragically killed at the East German Grand Prix in 1969.

The remain six riders are all local and are there for varying reasons.

Mike Hailwood

Ralph Bryans

Agostino

Brian Steenson

Ralph Bryans had a great career with the works Honda team and won the 50cc World Championship in 1965.

Tommy Robb, probably the most versatile of all the home grown talent, competed in every class and with tremendous success. He persevered as a privateer before and after his sojourn with the works Honda team. Tommy also rode a multiplicity of machinery - NSU, Honda, Bultaco, Yamaha, Seeley.

Brian Steenson, after bouncing on to the local scene had his debut in the Isle of Man Tourist Trophy in 1968. One year later he scored a remarkable 2nd in the Junior TT, riding an Aermacchi behind Giacomo Agostini’s MV Agusta. Brian was oozing with talent and proved himself a match for the best.

Unfortunately his life was cut short and we were left wondering what might have been.

Joey Dunlop’s career is legendary 5 Formula One World Championships, 24 Ulster Grand Prix wins and 13 North West victories.

Not to mention the countless number of victories in many other Road Races. His death while competing in Talin in 2000 brought a cloud over the local racing scene for many years. Well known for his charity work, he was awarded an MBE followed some years later by an OBE. A really great character.

Ray McCullough never really ventured too far beyond local shores but his undoubted talent shone through when the big boys came to town. Highlight of his career was winning the 1971 250cc Ulster Grand Prix in the company of Phil Read, Jarno Saarinen, Deiter Braun, Kent Andersson, Gunter Bartusch, Peter Williams, Rod Gould and Gyula Marsovsky.

In all Ray had 7 Ulster Grand Prix wins and 3 at the North West. Ray won a catalogue of other Irish Road Races

Joey Dunlop

and additionally recorded 9 wins at the IOM Southern 100 but never competed at the TT. Sam McClements, perhaps the unsung hero. A formidable record including; 21 Irish and Ulster Championships, 57 Irish Road race wins, 19 TT replicas and a Manx Grand Prix win. A gentleman in every sense of the word, Sam’s career ended one fateful day in 1989 at the Carrowdore 100. Although he lived in Bangor, Sam had relatives in Carrowdore and very much regarded it as his home circuit.

Phil Read and Bill Ivy

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BAD DAYS AT BIANCHI

Top - 1961 Ulster Grand Prix. Bob McIntyre exits the Hairpin before retiring with gearbox trouble.

T

he old chestnut that a camel is a horse designed by a committee could well be levelled at the racing motorcycles of the nineteen seventies. Long gone are the days when the giants of motorcycle design would sit alone at their drawing boards to produce a string of world beaters - men of the calibre of Guilio Carcano of Moto Guzzi and Pietro Remor of Gilera and MV Agusta. However, not everyone had it so good even in the fabulous fifties and sixties. Lady luck persistently failed to smile on the genius of Lino Tonti and the house of Bianchi.

Eduardo Bianchi was already established as a cycle manufacturer in 1897, the year he decided to try his luck with the new-fangled internal combustion engine. Not until the early twenties did his name carry any weight outside the borders of Italy when in 1926 a team of 350cc Bianchi machines returned to the mecca of motorcycle racing, the Isle of Man. The machines were very 38

advanced for the period, featuring unit construction and shaft and bevel to twin overhead camshafts.

Bianchi personally managed the team comprising . Maffeis, Ghershi and Arcangeli.

Tazio Nuvolari, their star performer, could not ride due to an injury. The machines, designed by Albino Baldi, all finished the race in 13th,14th and 20th positions, defeated only by the rigours of the mountain circuit. During the next five years this double-knocker 350cc proved to be the fastest machine in its class. In the meantime Ernesto Guesa designed a road-going 171cc overhead valve job in which all the moving parts were reputed to run on taper roller bearings. Thus started a trend which was still evident in the marque three decades later.

In the early 1930â&#x20AC;&#x2122;s Baldi produced another winner in the 498cc single cylinder OHC racer. This was ridden to victory by such illustrious names as Giordano Aldrighetti, Dorino Serafini

Ulster Road Racing in Focus Issue 54

and Alberto Ascari. As the decade drew to a close a persistent rumour hinted at a potential Bianchi world beater. The machine was shown at the Milan show in September 1939 - of 493cc it sported four cylinders across the frame. A Webber carburettor was fitted and a Cozette supercharger was mounted atop the gearbox. A plunger-type spring frame and pressed steel blade forks were used. Power output was quoted at 80 bhp at 7500 rpm.

However, the whole plot was no more than a public relations exercise as the Italians must by then have had an inkling that there would not be any Classic motorcycling racing in 1940. And so, like several other potentially great motorcycles of the time, the blown Bianchi four never fired in anger.

Surprisingly the Bianchi factory steered clear of any form of competition in post-war days.

Although the 175cc Tonale sports

by BARRY SEWELL

Bob McIntyre rounds the Hairpin in the 1961 UGP.

model was modified and developed for racing in the mid 1950’s in Italian events, the factory used the motocross scene as a springboard to the Grand Prix circuits. The machine was a 400cc single cylinder, single overhead camshaft model of which six were built to contest Italian events. One was loaned to Terry Hill, the Northern Ireland Bianchi importer, and it shone briefly as a grass track mount. In the interim Bianchi had benefitted by the decision taken by Gilera, Moto Guzzi and Mondial to quit Grand Prix racing at the end of 1957. Mondial engineers, Patoni and Tonti, decided to stay in the racing game - Patoni as a manufacturer of his own machines (of which the vertical twin three fifties and five hundreds were successful in the mid-1960’s in the hands of Fred Stevens) and Tonti as race chief at Bianchi.

Tonti-designed 250cc and 350cc dohc twins first appeared in the 1960 Classic events. British star Derek Minter partnered Oscar Perfetti on the smaller models in the Isle of Man with Ernesto Brambilk on the bigger machine. This began the Bianchi run of atrocious luck on the grand prix circuits. Minter ground to a halt at Selby with a seized engine leaving Perfetti to struggle home in ninth position. Brambilla retired his 350cc with a broken valve spring.

Thereafter the gremlins struck with a variety of baffling annoyances that nevertheless spelt the difference between success and abject failure.

For example Tonti must have been livid when Brambilla’s fuel tank tap vibrated shut in the heat of a thrilling tussle with Gary Hocking’s MV four in the Italian Grand Prix.

When team-mate Gianfranco took up the chase he too was sidelined with a broken oil pipe. Thus 1960 closed on a dismal note with not a place gained in any championship round.

The Bianchi factory disregarded

this poor showing and gave Tonti a blank cheque to produce a winning combination of rider and machine in 1961. However, not even the pairing of Bob McIntyre and one of the fastest 350cc’s of the season could deliver the goods. Tonti’s new machine was the acme of parallel twin engine design. Tonti drew heavily on an analysis of 350cc design in the previous decade. This revealed the early dominance of the traditional British single cylinder Velocette and Norton. These were in turn bettered by the ultra-

At Pond Park grass tracker Noel Bell gives the Terry Hill Bianchi an airing in 1960.

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lightweight streamlined Moto Guzzi that put a premium on good handling, road-holding and braking.

Then followed the period of dominance of the four cylinder Gilera and MV Agusta which relied on brute power to carry the day.

Tonti’s creation was a middle-ofthe-road design. It incorporated many ingenious features coupled with the finest workmanship and minute attention to detail. The engine bristled with ball, taper and needle roller bearings to reduce friction losses - in fact bearings within bearings were used extensively. The valves seated directly in the aluminium cylinder heads, adequate precautions having been taken to minimise valve seat wear. Provision was made in the combines for conversion to desmodromic valve operation (shades of early problems with hairpin-type valve springs) and changes could be rung to convert the six-speed gearbox to a five speeder by simply removing one pair of pinions and changing the selector cam drum. The 65mm bore by 52.5mm stroke engine delivered 48 bhp at 10,000 rpm good enough for 150 mph on a gearing of 5.2 to 1 (Hockenheim) and 125 mph on 6.3 to 1 (San Remo).

In addition to McIntyre, fellow Scot Alastair King, Alan Shepherd, South African Paddy Driver and Ernesto Brambilla were engaged to ride the machine. Unfortunately the superb design features of the engine did

not extend to the frame although Tonti produced a triangulated creation weighing a mere 20lb, poor handling on bumpy bends proved to be one of the machines shortcomings. This combined with minor teething troubles kept the Bianchi out of the winners circle but the bike’s impressive pace was demonstrated at the TT, the Dutch, Italian and East and West German grands prix. At Hockenheim’s speed bowl McIntyre and Brambilla waltzed into a one-two lead but after three laps both were out with shattered pistons. In theTT Mac was 10 seconds up on Hocking;s MV four on the first lap when a gearbox layshaft broke. As the season progressed reliability improved and McIntyre scored a second place at Assen and a third at Saschenring.

Alastair King was second at Dundrod but the big effort came at Monza when five machines were entered. A veil is best drawn over this outing in front of thousands of partisan supporters. First Brambilla retired with carburation problems when in the lead. Then King’s ignition failed, McIntyre had brake trouble and Driver’s battery fell to pieces. Only Alan Shepherd finished fourth behind MV mounted Hocking and Hailwood and Gustav Havel on the Jawa twin.

One can imagine Tonti’s feelings at the end of this disastrous season and thereafter he never had the opportunity to field a top-notch rider in classic events. Silvio Grasetti

What might have been - the 1939 Supercharged four cylinder Bianchi.

40

Ulster Road Racing in Focus Issue 54

and Remo Venturi soldiered on until 1966 scoring consistently but never at the top level - not surprising when a white hot battle was being waged between Honda and MV Augusta.

The fates relented occasionally. One example was at Imola in 1963. In front of screaming fans Venturi took on Geoff Duke’s team of resurrected 1957 Gilera fours ridden by Derek Minter and John Hartle. In the face of overwhelming odds the Italian rode a well judged race to lead Hartle home after Minter tried too hard and fell.

The 350cc machine also appeared in 500cc guise with a capacity variously quoted at 440cc and 486cc.

This version was as unlucky as its smaller brother. Eventually the factory tired of playing second fiddle called a halt to its racing activities.

Lino Tonti moved on to fresh pastures. He designed the 500cc Linto that used a horizontal twin cylinder engine incorporating many Aermacchi parts. Ridden by top privateers Albert Pagani, Johnny Dodds, Keith Turner, Jack Findlay and Gyula Marsovsky, it was still picking up places in the early nineteen seventies. Good enough to carry Marsovsky to second place in the 1969 world championship it was however a fragile and expensive machine to maintain.

It was then well in keeping with the engineering standards set by Lino Tonto, a man who contributed more than his share to the science of twin cylinder racing engine design.

Classics Scene T he new season opened with the MCUI/Enkalon Club meeting at Bishopscourt on 4th April in dry, sunny conditions. The absence from the entry of James Conroy, concentrating on getting his new 600 Yamaha fine tuned, promised more open racing. As it turned out, Barry Davidson on Sam Dempster’s fleet 350 Honda turned out to be the man to beat. In each of the two races Barry swept to the front early on and set the pace.

Initially Alex Conroy broke away with him but was unable to bridge the gap and at the flag Barry had a comfortable three second buffer.

George Stinson, Mark Johnston and Nicky Lamb completed the first six.

Mark Johnston, on an ex-George Stinson Honda now owned by Mark McCaul,, made an impressive debut in the class and I confidently expect him to be further up the ranks as the season progresses and he becomes more familiar with his machine.

Sam Kinkead (9) holds off Davie Hastings (36) and Thomas Hogg (18) in the Junior Classic race.

of-the-same, but Alex Conroy went with Barry Davidson who was not able to build up the safety cushion he had in Race One. Throughout, Nicky Lamb nibbled at Mark Johnston’s less than one Keith Millen was the easy winner of second advantage for fourth place, but both Forgotten Era races by a wasn’t able to do anything and they considerable margin.

The famous red, black, silver and white maintained station to the flag. Pete racing colours of the Hugh O’Kane racing Simpson and Sandy Brown exchanged places until, late in the race, Sandy’s stable returned to the scene at Bishopscourt when born-again racer, Joe Honda slowed, allowing Pete to complete the top six.

O’Kane debuted a beautiful 350 TZ. In the Forgotten Era Class. The spoils were Bishopscourt 18th April divided evenly between Joe and Gary There was a much larger turnout of Miller in this class for runner-up and third place with Gary getting the verdict Classic and Forgotten Era machines at the Road Racing Club’s meeting on 18th in Race One and Joe returning the April. The presence of Robert McCrum compliment in the next race. on Alistair Henry’s big Weslake ensured Race two looked very much like more-

that the others were riding for the runner-up places, as Robert won as he pleased. Barry Davidson followed Robert home in both races and his impressive and silky-smooth riding style is always a treat to watch. The Dempster-tuning and Davidson-racing partnership is a particularly formidable one on either the roads or the circuits. Barry is one of those very versatile riders who is fast, irrespective of the circuit or conditions.

Once again, Keith Millen dominated the Forgotten Era Class winning comfortably from Joe O’Kane and Ken Parkes. Brian O’Neill won the 500 Class in both races which saw the retirement of both Alex Conroy and Gary Jamison.

All in all a lively start to the Short Circuit season.

Paddy Hoey

Ken Parkes (78) and Mark Johnston in a race long battle.

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Barry Davidson is having a great start to the season.

Bobby McMullen leads Freddie Stewart (2) and Billy Lyle.

Keith Millen.

Nigel Moore on Cleaver Brownâ&#x20AC;&#x2122;s bike in the cavalcade.

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Ulster Road Racing in Focus Issue 54

(Above) Robert McCrum (Right) Alex Conroy (Below) Gary Miller

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PAUL CRANSTON Paul in action at Tandragee in 2013.

A real family man seen here with his daughter at the UGP.

I

f anyone deserves accolades for a great career in motorcycle racing then it is without doubt Dungannons Paul Cranston. The start of his illustrious career began back in 1977 and since then he has been Irish Champion in several classes. A genuinely top sportsman he has been a perfect example to the younger riders throughout his career.

One of the older generation he never complains and gets on with his racing on both roads and short circuits and has kept his honourable team for many years. I think he deserves a mention and a big thanks for all his years of entertaining the public in the top classes and he is not ready for the Classic brigade yet.

With his right hand helper on the UGP grid.

A flying start at the 2014 UGP.

Hard to beat on roads or circuits.

Mixing it on the climb up Mill Road in the 2014 NW. 44

Ulster Road Racing in Focus Issue 54

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