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

Contents

Editor: Harley Richards [email protected]

Cover Picture:- It isn’t just nitrous oxide and turbos for the Jurby post-MGP drag races…….

Page 2 Secretary's Notes

Chairman's Chat

Page 4 YBN “Happy Birthday Cadwell Park”

Page 7 The Folly of Youth

Page 14 New Members

Page 15 Forthcoming Events

Page 17 Floggers Corner

Page 20 Book Review - Rebel Read - The Prince of Speed

Page 22 Trials Results

Page 24 Trials Pics

Page 26 What to do?

Page 30 Rider Profile No. 24 - Artie Bell

Page 31 Gold Star Girl - Beatrice Shilling

Secretary’s NotesHi Everyone,

I have been taking it very carefully recently, with no riding bikes, due to atrapped sciatic nerve. If anyone out there has a quick cure, please let me know!!

The VMCC UK continues to tear itself apart with claims and counter claims butso far, despite all the criticism of the Directors, no Section has come up with aworking alternative solution. Many are now calling for the resignation of theBoard, however, unless there are people prepared to take on the work at HQ,surely we now have to give the Board a chance to put things right? The staff atHQ must be completely demoralised and it will take strong leadership toreassure them that their jobs are safe. Let us hope that the Isle of Man Sectionnever gets itself into this kind of mess!!

The MGP Rally and Festival of Jurby were both a great success, we are stillpaying some outstanding bills but hopefully the Section made a reasonableprofit from the whole enterprise. I would like to thank all of those volunteerswho turned out to help, especially at Jurby where the hi-viz jackets were well inevidence, as the Health and Safety brigade requested. We are already planningfor 2015, Jurby has been booked and your Section is in the process of registeringthe names “Jurby Festival” and “Festival of Jurby”, as an insurance againstanyone else jumping onto the bandwagon.

We will once again be attending the Stafford Bike Show in October, represent-ing the Festival of Motorsport, which includes the Classic TT, and also theInternational VMCC MGP and TT Rallies. If last year was anything to go by,demand for dates and information gets earlier and earlier, so a provisionaltimetable of events has already been agreed.

Hopefully, we will be able to fit in another Jurby track day before October isout. This proved to be a very popular fixture and, if it does go ahead, I hope youwill turn out in your droves to support the event. With our season of Road Runscoming to an end, please don’t forget the Club nights and Trials events whichare still taking place. Gary Corlett has now produced a Facebook page for the

Tony

VMCC Isle of Man Section, which is a very good place to see photos and detailsof our events and also to post anything relevant to our Section.

Our Section is unique within the VMCC movement as we have one thing goingfor us that no other Section has, the “TT” - known world wide as synonymouswith the Isle of Man. An idea that has been on my mind for some time is“Friends of the VMCC Isle of Man”. Emerging counties such as India and Chinaetc. have plenty of wealthy bikers who might be prepared to pay to receiveVintage Mann, a sew on badge, access to our web site, to follow us on Face-book, to get help in organising their trip via a leading IOM holiday company,and to be welcomed into our friendly environment rather than going it alone.

If any member is interested in a meeting to work up the idea plus any otherbenefits they can think of, please contact me, with the intention of then present-ing “the way ahead” at one of our Club Nights at Knock Froy.Anyway enough from me, let us start thinking and, of course, riding.

Chairman’s chatAfter the recent spell of good weather, it seems impossible that darker winternights will soon be upon us and winter club nights beckon. We are in urgentneed of speakers for the winter season so if you have any ideas please let meknow.

Tony has covered all the major news in his piece but I will add my thanks toeveryone who helped in any way with the rally and Jurby, it certainly helped toshare the load.

Last month's article on Pride and Clarke must have brought memories to all ofus who looked longingly through local dealer's windows at shiny new bikes, orof standing in a queue waiting for that essential spare part. Let us all share yourmemories of your riding experiences, it would be interesting to compare notes!I'll keep it brief this time and don't forget the second Thursday of the month, it'sKnock Froy which means sausage and chips in good company.

Richard

Yellow Belly NotesHappy Birthday Cadwell Park

“It is unlikely that a circuit will ever be built in such a stunning locationagain.” These are words written by circuit manager Jon Rush in theintroduction to the programme produced for Cadwell’s 80th anniversa-ry celebrations (Pic 1).

Set amongst the rolling hills ofthe Lincolnshire Wolds on theroad between Louth andHorncastle, Cadwell Park is anarrow, winding, technicaltrack which, when ridden well,is rewarding.

The list of Yellow Belly racerswho cut their teeth on thecircuit is an impressive one.Two riders who are part of theCadwell story:

Malcom Wheeler (Pic 2). As alad he used to cycle to the racesand find his own “unofficial”entrance to the circuit. Now theeditor of “Classic Racer”,Malc achieved three TTpodiums and re-discovered hisDucati racer on the island. He

was club steward for Louth and District MC and one of the original instruc-tors at the first Cadwell Park Race School.

Derek Chatterton. Pictured on the cover of the programme and (Pic 3)seated on my ‘macchi, Derek is synonymous with the term Yellow BellyRacer. Starting on a 250cc Velocette and then moving on to a 250ccAermacchi, purchased from Bill Webster in Crewe, he rode with success on

Pic 1

Racer. Starting on a 250cc Velocette and then moving on to a 250cc

Pic 2

Pic 3

several marques but it is with the Yamaha that he is best known. In 1971, atthe September International meeting, he won the main race from Ago’s MVand John Cooper’s BSA. In 1975 he was second in the 250cc TT, fifth in the350 and 19th in the Senior, having previously won the North West 200. The“Chat Yam” was the bike to beat.

On Sunday 3rd August 2014, the crowds returned to the circuit in BritishSuperbike numbers and, just like the Jurby Festival Day, it was a hugesuccess. Auto 66 races and parades (of Champions) provided us all with amemorable day.

Pat Sproston. Louth. Lincolnshire

Appendix: A short list of Yellow Belly racers, in no particular order: FreddieFrith, Dickie Dale, Jackie Beeton and Les Nutt, Steve Machin, Rob Maltby,Pete Boast, Roger Marshall, Rob McElnea, Neil Tuxworth, Steve Plater,Gary Johnson, Guy Martin, and living on your island, John and HilaryMusson. The new generation is represented by riders such as the Lowestwins and, making his debut as a newcomer at this year's MGP, Craig Neve.

The FOLLY of YOUTHAllan Jermieson’s rather affectionate tale of working life with Pride &Clarke in the ‘60s certainly stirred up distant memories for me. Thearticle coincided with delivery of my latest acquisition – a 1949 girderfork Gilera Saturno and transported me straight back to 27th May 1966when I bought my first Gilera from, you’ve guessed it , Pride and Clarke!

I had part exchanged my250cc YDS2 Yamaha(PIC:1) against a year old125cc Gilera Six Days Spe-cial (PIC:2) and many ofyou might think (as did myclosest biking friends at thetime) that I was mad totrade in the fastest learnerlegal bike of the day forsomething much slowerand, it has to be said, ratherunfashionable. However,for me it was a “no brainer”. Running the Yamaha as a 17 year old school-boy (I won the bike in an MCN competition) on my paper round income of

Pic 1

Pic 1

Pic 2

ten shillings a week was impossible. But, more importantly to me, two ofmy mates had bought 125 Gileras and they were having so much fun onthese lightweights I simply wanted to share the pleasure. There was also acompetitive edge to it, we were all aspiring roadracers (don’t laugh – wewere in deadly earnest!) and it was therefore very important to test myability around the local lanes against equal machinery.

If I remember correctly, the UK’s Gilera importer was George Clarke whoran his business from Brixton, only a mile or two from P&C in StockwellRoad, and a new Gilera retailed at £149.19.11d. So to see a mint, very lowmileage, model advertised for £101.12s.8d seemed a bargain to my innocentmind. However, my mind also had a problem in the terrible reputation ofPride & Clarke! It was probably total nonsense, but horror stories aboundedsuch as gearboxes filled with sawdust and other such dastardly deeds! Intruth the deal could not have been more straightforward. A phone callconfirmed their interest in doing a deal: they offered me £110 for my

Yamaha and all I had todo was take my bike totheir showroom andride away on theworld’s fastest produc-tion 125cc single (or soGilera claimed), withthe added bonus of afew pounds in my pock-et. (PIC 3) Gileraclaimed 72 mph – quitea bit down on the con-temporary Honda CB92– but the best we evergot was 65mph, al-though the Veglia in-strument did, on oneoccasion, show 120mphgoing down Death Hillfrom Brands Hatch(Italian speedos…).

Pic 3

The bike was a little gem andmust have been one of the firstrace replicas on the market –clip-ons, a racing seat and alloyrims were all standard and wethrashed around the narrowlanes surrounding BrandsHatch, lapping our own TTCourse at what seemed likecrazy speeds. Of course, trafficwas much lighter in those daysbut nevertheless we had somereally close shaves. We werenot really “motorcyclists” inthe broadest sense of the word,we had no interest in joining aclub or touring, our only inter-est was emulating the BrandsHatch stars who constantly in-

spired and entertained us. All the bikes ran faultlessly, but it slowly dawnedon me that what we were doing was madness and bound to end in tears forone, if not all, of us. (PIC 4)

I commenced full time employment in September 1966 and that, at least,meant I had the finances (£450 per annum no less) to consider customisingthe bike. Vic Camp, based in Walthamstow, North London, marketed a tastyrange of glassfibre ware for Ducati singles that I thought would really lookgood on the Gilera. Consecutive pay days resulted in my acquiring a racingtank, seat and front mudguard, all of which proved an easy fit. The finishingtouch was the ubiquitous Gold Star “silencer”. With hindsight, it was all atotal folly. When you look at the photos of the original bike it was lovely,why would anyone want to change it? What a twerp! Having a bike that Inow considered at least looked like a racer, thoughts returned to Brands andthe possibility of using the Gilera on the track.

Wednesday afternoon practice at Brands cost the princely sum of ten shil-lings and anyone could have a go, you didn’t even require a full drivinglicence. The sessions were split between cars and bikes and you might get

Pic 4

lucky and share the track with one of your short circuit heroes such as BillIvy, who was a regular at the circuit on Wednesdays. For little Bill, Brandswas really his home from home. I remember the paddock café and seeingBill, the centre of attraction, sitting on the end of the service counter chattingto one and all. He really was my idol. Of course, I was too dumbstruck to sayanything, but I was there in my one piece leathers with my Cromwell lid(complete with Lewis Leathers face mask – just like Bill’s) tucked under myarm. Somehow I felt I belonged. Then Bill moved off to the bar and I wastoo young to follow……

(PIC 5) A word ortwo is perhaps inorder about that setof leathers - I thinkLewis Leathers re-ferred to it as their“Racing Fifty Suit”- its cheapnessmeant it was un-lined which, inturn, led to nastyfriction burns whenyou fell off, whichI duly did. The up-shot of which was ayoung City lad,wearing a tight fit-ting maroon mohairsuit made to meas-ure from Hep-worths (19 inchflares with a 13inch centre pleat tothe jacket no less!),trying to cope with

sweaty friction burns to his left hip. The only thing keeping the mohair andthe torn skin apart was a handkerchief smeared with smelly Savlon andsellotaped to the body. Ah, the joys of racing!

Pic 5

I was actually pretty relaxed about my first “proper” encounter with thecircuit. Excited - yes, concerned - no. By contrast, concern for my wellbeingwas certainly showing on the face of a fellow rider who came up to me andoffered all sorts of advice that naturally went in one ear and straight out theother. My recollection is this kindly fellow was riding a big British twin andyou can imagine my amazement when I overtook him shortly afterwards –on a Gilera only capable of 65mph! (PIC 6)

At the end of the session I had realised a dream, and truly believed this wasthe start of something Very Big (this turned out to be quite true – and I wenton to race for 25 years, Brands being my favourite circuit, but we should notconfuse Very Big with Very Successful). Foolishly, I then started to imaginehow competitive I could make the Gilera as an out and out racer. I simplycouldn’t afford to buy a pukka race bike, but I had caught the racing bugbadly and so the Gilera was duly retired from road service, fitted with 18inch rims and second hand racing tyres, and the engine was tuned – whichwas to prove a big mistake!

The problems commenced almost immediately as I now needed to transportthe bike to Brands, even though I only lived a few miles away. Fortunately,I had struck up a close friendship with Brian Campbell, a fellow worker at

Pic 6

National Employers Mutual in London and who, unlike me, was verycapable mechanically and also equally enthusiastic about my racing ambi-tions. Brian had a very useful flat bed AJS combo which came in handy formid-week trips to Custom House to see West Ham Speedway and, ultimate-ly, as our bike transporter to Brands. (PIC 7)

Money, or rather the lack of it, was always an issue. Like most 17 year oldsI wanted to do it all but found, in reality, I couldn’t do anything (properly).I’m sure I wasn’t alone but it was extremely frustrating for a Grand Prixchampion in waiting.

Even with Brian’s guidance and sensible advice I made every conceivablemistake in my pursuit of racing glory. Indeed, I could probably write a bookon What Not To Do If You Want To Be A Roadracer! Inevitably, the Gilerawent BANG in a very big way and, to add insult to injury, this was before Ieven had the opportunity of actually racing it. I somehow ended up manag-ing to do a part exchange for a 250cc Cotton Telstar that had a habit of

Pic 7

running backwards. The Cotton was another disaster, and another story foranother time. (PIC 8)

Going back to Allan Jermieson’s article, he mentions Mr Clarke’s “..son orgrandson, a nattily suited public school type with a plummy accent..”. Well,isn’t life full of surprises because, just before retiring, I was introduced to acertain Charlie Clarke who, like myself, was a Lloyds Broker and who hadrecently been taken on by a giant American broking house to producebusiness. We amused ourselves discussing our interests and backgroundsand I must have mentioned my biking activities as he piped up with thestatement: “My dad had the longest counter in the country”. It took a minuteor two for the penny to drop – his dad was the Clarke of Pride & Clarke! Imust confess, Charlie, a true gentleman, was somewhat shocked to hear thatmany referred to his dad’s business as “Snide and Shark”. Looking back, Ishould never have said a word, Charlie was a gentleman and a decent sort.So, wherever you are Charlie, I hope you are well.

Rupert Murden

Pic 8

A hearty welcome to these four new members:-

Adrian Critten – Seaview, Killane, Ballaugh, IM7 5BB

William Corlett – 63, Sileau Whallian Park, St. Johns, IM4 3JN

Gary Lark - 53 Port E Chee Avenue, Douglas, IM2 5ES

Kyrill Thummel - 9 Vernon Road, Ramsey, IM8 2EG

October 9th Club Night. Knock Froy, Santon. 8:00pm Speaker TBAOctober 19th Trial. West Baldwin Bridge. 2pm

November 13th Club Night. Knock Froy, Santon. 8:00pm

November 16th Trial. Dhoon Quarry. 1.30pm

December 11th Club Night. Knock Froy, Santon. 8:00 Bring & Buy

December 21st Trial. Knock Froy Santon. Pie and cake. 1.30pm

December 28th Road Run. 11.30 for 12 noon.Christmas Hangover Run. St Johns

It was in the early 1970s that a road-test report on a 175cc WSK confirmed thatthe top speed just about met the Polish manufacturer’s claim of 70 mph for itslittle two-stroke. However, in the words of the tester: “It was not an easy figureto obtain as the speedometer was only marked up to 60 mph”.

The deeds of the great Mike Hailwood make him a legend far beyond ourshores. Back in 1964 he was in Daytona for the USA Grand Prix. Just ninetyminutes before the start of the 500cc race, he took his number two MV Agustaon track and rattled off 58 laps to take the World one-hour speed record at144.82 mph. He then collected his number one bike and rode it to victory againstthe world’s best.

In the late 1970s a road test on the MV Agusta Sport America told that “the notefrom its silencers was offensively loud”. The tester had been stopped by the lawand feared the worst, only to be told by the motorcycle policeman: “keepblipping it!”.

Did You Know?

David Wright

Flogger’s CornerModena Kriss 115cc 1999, electric start, semi automatic, 2,500 miles,taxed to end August, never used in the wet and in excellent condition,everything works. Ideal cheap commuter or fun bike - £495

Tel Hugh 880322 (leave number if no answer)

Honda Hornet 600. 1999. 28,750 miles. Blue. Excellent conditionthroughout. Recent tyres, chain, sprockets and battery. New Hagonshock. Braided hose on all hydraulic lines. Manx Taxed and Tested -£1,200

Tel Harley 626752

Ducati Monster 900. 1995. Green. Two owners from new. 996 frontforks. 944cc engine conversion including lightened crank, Stage 2 camsetc. Ohlins rear shock. High level Sil Moto pipes. Rear sets (stock footrests available). Carbon fibre mudguards, clutch cover and cam beltcovers. Recent belts and carb rebuild. Manx Taxed and Tested - £2,200

Tel Harley 626752

WE PRINT

YOUR PHOTOSPeel Copy Centre

1 Atholl PlacePeel, IM5 1HE

Tel: [email protected]

6x4 / 7x5 / 8x6

BOOK REVIEWBy Jonathan Hill

Phil Read MBE, winner of eight world championships between 1964and 1977, is Britain’s most successful living motorcycle road racer.

Announcing his entry into big-time racing after first winning the Senior ManxGrand Prix in 1960, and with an Isle of Man Junior TT victory in 1961, he was thelast rider to win a TT on a British machine. In 1963, he took his first world title,also the first for the Japanese Yamaha factory he rode for. Four more Yamaha-mounted titles followed, including one hard-fought as a privateer, plus two in arow in 1973 and 1974 in the blue riband 500cc class with the mighty Italian MVAgusta team. An eighth world championship came from Read’s courageous rideto victory on wet roads in the 1977 Formula 1 TT race, on a heavy and poorhandling 810cc Honda.

Born in Luton in 1939, Read recalls the excitement of being taken to Silverstonefor the first time on the back of his father’s Velocette MSS to watch the Hutchin-son 100. A year later he was riding his own Velocette KSS and starting anengineering apprenticeship. The racing bug had bitten hard however and, with thesupport of his generous mother, a new 350cc BSA Gold Star was purchased,which saw the start of his amazing racing career.

We read of his frustration riding the resurrected, but obsolete, Gilera fours forScuderia Duke; the fantastic 160mph 250cc Yamaha RD05As; the MV Agustasand Benellis; the unwritten (and illegal) Yamaha team orders and the deviousItalian factories’ politics. With amazing candour he tells of his success – the bighouses, the private plane and the Rolls-Royce and the sorrow of his second wifeMadeleine’s tragic death and business failures.

He pulls no punches either when describing Geoff Duke (“arrogant”), Bill Ivy(“egotistical”), Agostini (“insular”) and many others. In this revealing, and su-perbly illustrated autobiography, the Prince of Speed vividly recalls hectic trackbattles against riders like Mike Hailwood, Giacomo Agostini, Jim Redman, BillIvy and Barry Sheene, all of whom he beat at various times. “Rebel Read”, whowas never far from controversy, also frankly describes life in the grand prix circus:the glamour, the danger, the money, the politics and the sex. With top qualitydesign by Allan Wilson, this superb book is highly recommended.

Autobiography of eight times World Champion Phil Read MBEDesigned and published by Redline Books,

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

Hardback, 225 x 285, 288 pages with over 180 photographsISBN 978-0-9555278-7-6

£39.95 (UK)

TRIALS RESULTSVMCC Trial - Carnagrie 17th August 2014

The fourth round of the 2014 Championship saw Steve Lace heading the Vintage'A' class from the usual opposition of Sean Huxley and Phil Ward, although GrahamThomas had a good ride to snatch third away from Phil. A returning Mike Ellisdropped down a class to win Vintage 'B' from Ian Sleight. It was Colin Scarffe whofinished first in Invitation 'A' from an ever-improving Daniel Smith and, in aclosely-fought Invitation 'B', a three-way tie for the win was resolved in favour ofAndy Sykes, based on the greatest number of cleans. Ashley Gardner took YouthInvitation 'A' and Josh Blackburn just edged out young Bobby Moyer to take YouthInvitation 'B'.

VMCC Members 'A' route1. Steve Lace (Triumph) 10 marks lost2. Shaun Huxley (James) 113. Graham Thomas (Honda) 154. Phil Ward (Bultaco) 165. Jim Davidson (Triumph) 206. Neil Kerruish (Yamaha) 337. Geoff Griffiths (Fantic) 348. Brian Kinrade (Fantic) 409. Ashley Gardner (BSA) 58

VMCC Members 'B' route1. Mike Ellis (Kawasaki) 172. Ian Sleight (Honda) 243. Jon Duncan (Yamaha) 32

Invitation 'A' route1. Colin Scarffe (Triumph) 102. Daniel Smith (Montesa 4RT) 123. Aaron Peniata (Gas Gas) 154. Sammy Ball (Fantic) 165. Paul Smith (Montesa 4RT) 17 (27x0)6. Mike Stevens (Gas Gas) 17 (23x0)7. Gwilym Hooson-Owen (BSA) 228. Graham Christian (Yamaha) 23 (26x0)9. Alan Lund (Fantic) 23 (22x0)

10. Nigel Woods (Honda) 2511. Ian Lees (Yamaha) 2912. Mark Moyer (Honda) 39 (16x0)13. Paul Fishlock (Honda) 39 (11x0)14. Andy Wilson (Fantic) 4515. Matthew Howland (Sherco) 53

Invitation 'B' route1. Andy Sykes (Rigid BSA) 4 (30x0)2. Chris Palmer (Beta) 4 (28x0)3. Keith Thompson (Scorpa) 4 (27x0)4. Trevor Denning (Beta) 115. Phil Pemberton (Gas Gas) 166. Billy Booth (Aprilia) 197. Paul Doherty (Yamaha) 208. Martin Booth (Sherco) 219. Peter Peniata (Yamaha) 36

Youth Invitation 'A' route1. Ashley Gardner (Honda) 292. Fraser Heginson (Beta) 45

Youth Invitation 'B' route1. Josh Blackburn (Beta) 22. Bobby Moyer (Oset) 6

VMCC Trial - Pooilvaaish 21st September 2014

Shaun Huxley's clean ride gave him the win over Steve Lace at a sunny Pooil-vaaish and moved him level on points with Steve in the VMCC's 'A' Class cham-pionship. Other members of the Lace family were also to the fore in the Invitation'A' class, where a clean ride by young Juan saw him just hold off his father Robbieand championship leader Daniel Smith, to take the win. Andy Sykes' victory inInvitation 'B' saw him strengthen his championship lead whilst, making a rare ap-pearance, David Craine parted with just 3 marks to take second place.

In the Youth Invitation classes, Sophie Hardie lost just 2 marks to win Class 'A',while Dylan Groom was victorious in Class 'B', where championship leader JoshBlackburn was forced to share a ride on grandfather Peter Blackburn's Tiger Cub,after mechanical trouble with his Beta.

VMCC Members 'A' route1. Shaun Huxley (James) 0 marks lost2. Steve Lace (Triumph) 1 (furthest clean)3. Jim Davidson (Triumph) 14. Phil Ward (Bultaco) 45. Graham Thomas (Honda) 146. Ashley Gardner Jnr (BSA) 167. Geoff Griffiths (Honda) 288. Ashley Gardner (BSA) 46

VMCC Members 'B' route1. Peter Blackburn (Triumph) 102. Jon Duncan (Yamaha) 163. Ali Robertson (Montesa) 28

Invitation 'A' route1. Juan Lace (Beta) 02. Daniel Smith (Sherco) 1, (furthest clean)3. Robbie Lace (Sherco) 14. Sammy Ball (Fantic) 35. Ian Lees (Yamaha) 56. Paul Smith (Fantic) 67. Andrew Wilson (Fantic) 178. Neil Kerruish (Yamaha) 18 (24 cleans)9. Alan Lund (Fantic) 18 (23 cleans)10. Nigel Woods (Honda) 19

Invitation 'B' route1. Andy Sykes (Rigid BSA) 12. David Craine (M-Honda) 33. Paul Ansermoz (BSA) 104. Curtis Kelly (Gas Gas) 175. Billy Booth (Beta) 196. Ian James (SWM) 31

Youth Invitation 'A'Sophie Hardie (Gas Gas) 2

Youth Invitation 'B'1. Dylan Groom (Beta) 92. Josh Blackburn (Triumph) 233. Matt Cairns (Beta) 54

TRIALS PICS

TRIALS PICS

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I was chatting to Mark Wilsmore when he was over for the MGP (Mark,as I’m sure you all know, is the chap who brought the Ace Café inLondon back to life, as he says – “Someone had to do it”) and talkingabout his own personal motorcycles. He has an impressive collection ofmachines which he uses as often as he can, “work permitting”.

To the confusion of some onlookers he had brought a very sad looking RoyalEnfield 700 Constellation with him to display at the Ace Café stand. Howev-er, this is a bike with a history, gaining notoriety as the machine splashed

across the front cover ofthe Daily Mirror in Feb-ruary 1961, under thebanner headline “Sui-cide Club”, completewith a ton-up boycrouched down acrossthe tank. This was prettymuch the bad press mo-torcyclists could expectin the early days ofrockers and café racers.

Many years later, Markwas running a burgervan in the car park ofthe old Ace Café and achap who was about tobe served passed Mark acopy of the Daily Mir-ror, telling Mark that hewas the rider on thebike. Apparently, hehad sold the bike but

What to do?

kept a copy of the paper. He left Mark the paper, together with his name andaddress, but, while the paper was to become a display in the newly refur-bished Ace Café, the name and address were unfortunately lost.

The story was not to end there however, as Mark was later approached byanother chap who, having seen the paper on display at the Ace, told Mark hewas now the owner of the infamous Enfield. The chap’s name was Rodger,and Mark was immediately interested in buying the bike as not only did ithave a direct link to the Ace but it would be a nice piece of history from theAce’s early days.

Rodger declined, saying that his plan was to restore the bike when he had thetime. They came to an agreement that, if Rodger ever did decide to sell thebike, Mark would have first refusal.

15 years came and went, the Ace was now well and truly established as aMecca for all things two, and four, wheeled and Rodger still dropped by theAce from time to time but no progress had been made with the bike. Overthe years, Mark had become good friends with Rodger and his wife and,being older than Mark, they would tell him tales of biking daring do “backin the day”. Sadly, Rodger died in 2012.

Mark was sad to lose Rodger but, shortly after his funeral, Rodger’s wifesaid that he had always wanted Mark to have the Enfield when he died. Thebike had become something of a running joke for Mark and Rodger and,while Rodger’s wife was adamant that Mark should have the bike, Mark wasequally determined that he should pay a fair price for it – which had been theoriginal agreement.

Mark eventually went to Rodger’s home to look at the Enfield and, to hissurprise, he found a great line up of old British bikes in the back garden –some uncovered and some in a shed. According to Rodger’s wife, when abike broke down it would be left in the garden and Rodger would just go andget something else that was a runner (“British of course”), that is until itbroke down and so on it went.

To make sure that he paid a price for the Enfield that would not embarrasshim, or be unfair to Rodger’s widow, he contacted Hitchcocks (the Enfieldspecialists) for guidance. A figure was agreed and Mark finally acquired theEnfield!

However, two years on, anew problem has reared itsugly head: what to do withit? Should it be left un-touched, should it be re-stored to factoryspecification, should it berestored to February 1961specification or should itbe brought back to lifewith the minimum renova-tion? It is a hard decision,and one that Mark hasn’tyet made. What wouldyou do readers?

John DaltonPhotos: John Dalton

Artie Bell – Rider Profile No.24Artie Bell, the tall handsome Irishman,was born in Belfast on 6th September 1914.

He first competed in the Isle of Man TT in1947, when he finished second in the Sen-ior TT, behind H.L. Daniell.

The following year, riding for the NortonWorks Team, he won the Senior and wasthird in the Junior. 1949 saw him take thirdagain in the Junior.

In 1950, he finished second in theSenior, behind Geoff Duke, withJohnny Lockett third. The sameyear he beat Geoff Duke to win theJunior with HL Daniell cominghome third.

Unfortunately, due to injuries,1950 was to be his last TT.

He scored one World ChampionshipGrand Prix victory, the 1950 Isle ofMan Junior SS, on board a 350 Norton.

Artie Bell died on 5th August 1972.

Dorothy Greenwood

Beatrice Shilling was born at Waterlooville, Hants in 1909, daughter ofa family butcher. At age 14, in those days the legal minimum formotorbike riding, she bought her first motorcycle with money she hadsaved up. She almost immediately took the engine apart and re-assembled it ‘properly’. Clearly Beatrice, known as ‘Tilly’, was noordinary girl of her day.

Three years later, in 1926, Tilly left school and became an apprenticeelectrical engineer. The electrical engineering company she went to work forwas run by Margaret Partridge, herself a remarkable woman who wasinvolved with the Women Engineers’ Society (“WES”). At that time countycouncils nationwide were inviting tenders for the installation of local elec-tricity supplies and Partridge’s company had been awarded several contractsin Devon. Tilly spent three years there installing domestic and industrialgenerators and wiring systems - she showed such talent for the work thatMargaret Partridge encouraged her to study for a degree in electrical engi-neering at Victoria University, Manchester. The WES, at the instigation ofher employer, helped Tilly work up her applied maths to entrance standardand gave her an interest free loan for her tuition. After completing herhonours degree in Electrical Engineering in 1932 Tilly stayed on for afurther year to take an MS in Mechanical Engineering.

She was still riding motorbikes and, through the university motorcycle club,she took up racing in a serious way. Soon she had a 490cc M30 Norton whichshe tuned herself - racing this machine at Brooklands she not only beatseveral notable professional riders, including Noel Pope, but in August 1934became only the second woman to qualify for the coveted Brooklands GoldStar for a lap in excess of 100mph. Her lap speed of 106mph remains thefastest Brooklands time for a woman rider.

There has been much recent conjecture about how Tilly got her Norton to goso well. Photographs show an outwardly standard-looking engine, possiblyas early as 1932, still fitted with coil valve springs instead of hairpins. Some

A life of science and speed

have speculated that Tilly rebuilt her engine using crankcases made fromElectron mag-based alloy; it also seems to have an extra-long inlet tract.However she had fettled it, Tilly wasn’t telling.

After completing her second degree Tilly worked as a research assistant forProf. G.F. Mucklow at Manchester University. Prof. Mucklow was studyingthe effects of supercharging on single cylinder engines, something Tillywould make use of later when for a time she raced her Norton fitted with asupercharger at Brooklands. She would continue to race the Norton right upuntil war closed Brooklands forever as a track in 1939. She then convertedher bike to road legal spec. and used it as her principal means of transport forthe next 14 years.

In 1934/35 the Royal Aircraft Establishment (“RAE”) recruited Tilly as aScientific Officer, firstly employing her as a technical writer and later as anexperimental engineer and Senior Technical Officer. It was at the RAE in1938 that she met George Naylor, a brilliant mathematician (and keenmotorcyclist) newly recruited to the RAE. George and Tilly were kindredspirits, when he asked her to marry him, her legendary reply was that she

would not - until he hadacquired his ownBrooklands Star. ThisGeorge duly did thatsame year.

After WW2 broke outGeorge became abomber pilot with 625Squadron RAF andwas later awarded theDFC. Tilly continuedto work at RAE and itwas here in 1940/41that she made a vitalcontribution to the wareffort.

It had been found during the air battles over France and England in 1940 thatthe Merlin - engined Spitfires and Hurricanes in service with front-linefighter squadrons had a serious problem in dog-fights. The Merlins were atthat time fitted with SU carbs - when the nose of the aircraft was suddenlydropped to dive in pursuit of an enemy, negative gravity forced fuel to thetop of the float chamber rather than into the engine. If the dive and negativeG continued, fuel would collect in the top of the chamber and force the floatto the chamber floor. This would open the needle valve to the max, floodingthe carb with fuel and drowning the supercharger with an over-rich mix.

German pilots, who had fuel-injected engines, could exploit this by divingsteeply away at full throttle - RAF pilots had to try to counter the fault by ahalf-roll so their aircraft would only be subject to positive gravity as theytried to follow. The time taken for this often let the enemy aircraft escape.

For this problem Tilly devised a simple but ingenious (some said elegant)solution. Officially named the RAE Restrictor, it was a metal disc with a holein the centre which was fitted to the SU carb. The restrictor orifice was madeto accommodate just the amount of fuel needed for max engine power, thepower setting most often used in dog-fights. There were two versions, one

“Miss Shilling's Orifice”

designed for 12 psi manifold pressure and the other for the 15 psi boostedengines. The modification did not allow inverted flight for any length of time- it was a stop-gap measure, but literally a life-saver.

Once the design was perfected, Tilly led her small team tirelessly on a tourof front-line RAF stations to install the device. Pilots were delighted withthis solution and nick-named it, perhaps inevitably “Miss Shilling’s Orifice”.It continued in service until the 1943 introduction of the Bendix (and laterRR) pressure carburettor.

After the war ended, Tilly remained with RAE, working on a wide range ofprojects over the years - among them engine accessories, problems of heattransfer, ramjets and the Blue Streak IRBM. She also found time to designa bobsleigh for the RAF team. In 1948 she was awarded an OBE. Shecontinued to work at RAE until her retirement aged 60 in 1969, the sameyear she was awarded an honorary D.Sc from Surrey University.

It’s fair to say that Tilly did not, despite her genius, attain the top positionwith RAE that she undoubtedly deserved. Set against her was basic maleprejudice around women engineers; add to that the fact that she was out-spoken on gender discrimination with regard to pay and conditions, did notsuffer fools gladly, was contemptuous of bureaucracy and impatient withhierarchy and it is easy to see that she would not fit comfortably within civilservice management. Her favoured work dress of old corduroys, pocketsbulging with pens and instruments, must also have upset the stuffily conserv-ative. Her silent penetrating stare was known to bring wafflers and ‘thosewho talk of what they know not’ to a faltering halt in mid-sentence. For allthat she was popular with her own small team and looked after them well.

When Tilly and George decided they were too long in the tooth to racemotorcycles they turned to cars. In the early 1960s they became customersof Elva Cars, the marque founded by Frank G. Nichols in 1955. They racedseveral models with considerable success and not a few spectacular ‘inci-dents’. The pair remained ‘hands-on’ engineers and tuned and re-designedtheir racers in a well-equipped home workshop. Roger Dunbar, fellow Elvaenthusiast and racer, tells of visiting them for the first time and being takenaback to be greeted by “an older lady in overalls with a machine shop in herfront lounge and all sorts of goodies in her large garage”. These included theCourier prototype Coupe, which the couple used to tow their Elva FormulaJunior to races, before an “incident” in competition resulted in the latterbeing re-built as a Mk 6 Sports Racer. Also tucked away and revealed to theastonished Dunbar were a Mk 6 Rytune engine, an ex-works Brabham T6and a “lovely little Ginetta” which Tilly had re-designed and re-built becauseshe “disliked the shape of the fuel tank and general build quality”.

After their health made car racing no longer practical, Tilly and George tookup target shooting!

Tilly died in 1990 of spinal cancer. She subsequently polled the highestnumber of votes to be elected a "Hampshire's People's Hero" of her nativecounty for a commemorative travelling exhibition.

Allan Jermieson - Hawick

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