I am pleased to be able to say another of the classic 1970’s European works two strokes has survived through into modern times. There were 15 of these bikes entered in the ISDT 1973, although in 1973 #89 Johann Sommerauer did not ride a 175 but is listed as being on a Puch 125cc, there were however 4 works Puch MC 175s on the Austrian Trophy Team although they did not enter a Vase team. The Puch Factory did not enter a team in 1973 although the Dutch and Belgians both had Puch teams in the Manufacturers award.

There was no Austrian Trophy team in the Camerino, Italy ISDT 1974 although there was a Vase, however the result sheet only names Trophy and Vase Team entrants with #100 D Pochlatko, #115 S Pacjernegg and #121 J Zotzek all rode Puch 175’s in 1974. This bike just has appeared on an eBay auction in Austria although listed as an ISDT bike of 1973, its registration document seems to indicate it may have been first registered on the road in 1974.

Johann Sommerauer was the only Austrian winner of a Gold Medal in the ISDT 1975 results entry number #278 in this event he is credited as riding a KTM 350.

Hopefully one of our readers will be able to throw some clarification on which bike this was and who rode it?

Photo – Johann Sommerauer’s Works Puch MC 175 restored ex ISDT 1973

Here is an image taken of it when new

Photo – Johann Sommerauer’s Works Puch MC 175 ex ISDT 1973

and an image of the bike in action at the time

Photo – Johann Sommerauer’s Works Puch MC 175 from book image ex ISDT 1973

Included in the auction are early registration documents for the bike connecting it to the rider.

Photo – Johann Sommerauer’s Works Puch MC 175 registration papers ex ISDT 1973

For more images and details of the auction read the bike feature page on in our Folks ‘n Motors section

The mission of SpeedTrackTales is not just to capture as a record the history of the people the bikes and places of the International Six Days Trial. It is also important we learn of, and reflect on the social and  cultural conditions of those times that contributed to both the development of the sport of Reliability Trials and its evolution to be renamed Enduro as well as the history of land access and the impact of the modernisation of highways and land management during the era. In many cases the sports happily co-existed with local people going about their own daily business.

The road twists and turns all over the place, and it seemed to be full of country folk shepherding home animals from Corwen market.

For this article reproduces an article written and published in the weekly ‘Motor Cycling‘ 28 November 1934. The article is a test of two models of Triumph the 5/5 and the Twin models for 1935. The test compromised of a tour around North Wales, but in particular it took in the classic roads in regular use by the ISDT and reliability trials of the time such as ‘the Reliance Trial’

Early on Wednesday morning we were skirting Bala Lake and heading for Hirnant Pass, en route for Lake Vyrnwy. The lane we traversed were shockingly surfaced. It was an endless procession of large culverts, cart ruts, slimy mud, rocks and everything else imaginable.

It is clear that by 1934 the area was very familiar to many in the Motorcycle industry as a place to both test Motorcycles and to undertake adventure tours by motorbike. It goes without saying to do this motorbikes were required to be reliable and handle well where road surface conditions were still poor. Places like the Bwlch y Groes, Eunant Pass and the Allt y Badi regularly feature in both test articles and event reports.

Long, gruelling climbs made no difference, either. Taking the Eunant Pass from Lake Vyrnwy,” we climbed another 1,000feet, which brought us out near the top of the famous Bwlch-y-Groes.

The article, coincided with the holding of the annual ‘Reliance Trial’ in the North East Wales area, the report for this event can be found here.

image – the artwork and images for the test taken on the Allt y Badi (Courtesy Mortons Media Group)

The Article as published

THE idea was Harry Perrey’s: who, by the way, and just in case you have not been introduced to him before(which is very doubtful), is the assistant sales manager of the Triumph Company, Ltd., of Coventry. He wrote to the Editor of Motor Cycling thusly: ” What do you think of the idea of a member of your staff and myself road-testing a couple of our 1935 machines over a really severe route in Wales? In order to do the job thoroughly, I suggest that the testing be spread over a couple of days, if that is agreeable to you?”

The Editor’s reply was,briefly, as follows: “Yes, I like your ‘plot’ – but on one condition, and that is that the machine to be used shall be absolutely standard models, selected at random by Motor Cycling. Will you agree to this proviso?”

Two mornings later, the postman brought along another letter from Coventry, the contents of which made it quite clear that Mr. Perrey had no objections whatsoever to anyone choosing the models. In fact, he welcomed the suggestion, because it would completely rule out any possible shadow of doubt that might arise on the question of the standardisation of the mounts.

So everything was fixed up and, on Tuesday morning of last week, a member of the editorial staff of Motor Cycling reported for duty at the offices of the Triumph works in Coventry, instead of his own in Rosebery Avenue, in London.

His first job of work was to pick out the machines for the trip and, as the mileage to be covered was likely to be pretty high to say nothing of climbing long mountain passes, it was deemed advisable to select two models of as nearly the same performance as possible. His choice fell upon a 500c.c. o.h.v. Model 5/5 and a 650c.c. o.h.v. twin, the Model 6/1.

With the aid of a few rubber bands, the luggage or what there was of it – was soon strapped on; tanks were filled, and in an incredibly short time the models were being “warmed-up” preparatory to starting-off. Meanwhile the registration numbers were painted on.

Image – The two models complete with all their luggage. The top machine is the twin [ADU 772] and the lower one the 5/5 [AHP 232]. These photographs were taken after 100 miles had been covered yet not a trace of oil stain is visible. The article writer is on the right and HS Perrey is on the left without a cap. (Courtesy Mortons Media Group)

Restraint!

Harry Perrey got astride the twin and our tester bestrode the Model 5/5, and the first objective was Alt-y-Bady (sic), near Llangollen, where an appointment had been made with one of Motor Cycling’s photographers for 1 p.m.

But let our tester tell the story himself:-

“From Coventry we aimed for Stonebridge, about halfway to Birmingham, and then followed the main, and very straight, road to Holyhead. It was ideal for a little speeding, but as the machines were brand new and consequently on the stiff side, we were quite content to amble along in the thirties and forties for the first 60 miles or so. The weather was cold, but dry, although the roads in many places were streaming wet, and barring one or two stops to warm ourselves up, our journey progressed perfectly smoothly. In my case, the 5/5 definitely improved as the miles increased. Harry said the same of the twin.

On Alt-y-Bady

Photo – Harry Perrey on the twin and ‘Motor Cycling’s” man on the 5/5 enjoy themselves on the Alt-y-Bady (sic) (Courtesy Mortons Media Group)

“Our photographer was waiting for us at the foot of Alt-y-Bady, which hill, incidentally, was used for the stop and restart test in last Sunday’s open Reliance trial. You will appreciate it, therefore, when I say that for a machine fitted with standard tyres it is a really stiff proposition. The gradient is very severe, the surface, especially on the steepest part, is loose and rough, and it is long into the bargain. On Tuesday the surface was even more treacherous, because it was wet and therefore slippery, yet both machines sailed up with ample power to spare and without the need for any super-jockeying. We did, however, take the precaution of slightly lessening the pressures of both rear tyres.

“My first ascent was, of course, on the 5/5, and I was greatly impressed with the marvellous way it steered on the rough-stuff. It is not always that a machine which steers really well on a main road behaves in exactly the same way on colonial going; but the Triumph did. So far as power is concerned; suffice it to say that I finished the climb with second gear engaged.

“I next tried the twin and, because of the extra power at low revs., the climb, if anything, seemed even more simple. This model also steered admirably and, although its weight is appreciably more than that of the 5/5, it passed unnoticed once the model was underway. In manoeuvring round in the middle of the hill, however, this extra weight naturally made itself felt.

“While the photographs were being taken I stopped and restarted on various parts of the hill, first on one model, then on the other. Not once did the task present the slightest difficulty, thanks largely to the ratchet device fitted to the brake-pedal of each model. This cunning attachment enables one to lock the brakes (they are inter-connected)hard on, and so restart the engine without having to struggle hard to keep the model from running backwards at the same time. No matter how steep the gradient was this scheme never failed to work. To release the ratchet all that is necessary is the application of a little extra pressure on the brake pedal itself.

Photo – Another Alt-y-Bady (sic) snapshot, giving an excellent impression of the height of the hill above the valley. (Courtesy Mortons Media Group)

Real Hills 

From Llangollen we moved onto Corwen, a small market town at the foot of the Berwyn Mountains, which we reached just after lighting-up time. Then, taking what is known as the “High-road,” we pushed on to Bala, and more than once we thanked our lucky stars that our Lucas electric lamps threw out nice long beams. The road twists and turns all over the place, and it seemed to be full of country folk shepherding home animals from Corwen market. For the first few miles the brakes and gears worked overtime.

“At Bala we decided to spend the night, which we did at the White Lion Royal Hotel, where we were made very welcome and comfortable

“Early on Wednesday morning we were skirting Bala Lake and heading for Hirnant Pass, en route for Lake Vyrnwy. The lane we traversed were shockingly surfaced. It was an endless procession of large culverts, cart ruts, slimy mud, rocks and everything else imaginable. Harry, leading on the twin and having the advantage of knowing the roads well, set a cracking pace. I did my best to follow suit, and that I succeeded was due more than anything else to the superb way the 5/5 handled.

“As a test of forks and frames, engines and gearboxes, it would be hard to beat, yet both machines carried on for mile after mile with the precision of the proverbial clockwork motor. So far as the machines were concerned, it was obvious that such conditions could be taken as being all in the day’s work.

“Long, gruelling climbs made no difference, either. Taking the Eunant Pass from Lake Vyrnwy,” we climbed another 1,000feet, which brought us out near the top of the famous Bwlch-y-Groes. At the top the engines were as fresh as they were at the bottom, and the whole distance was covered, in my case on the 5/5 anyhow, on the indirect ratios.

“I made several climbs of Bwlch-y-Groes on both the 5/5 and the twin. In each case it was possible to finish the climb in third gear; one’s actual speed was limited mainly by the last sharp lefthand bend near the top. Which is pretty good going after climbing 1,950feet; the average gradient of which is 1 in 4, on practically full-throttle all the way.

“Before leaving Bwlch-y-Groes we decided to carry out some brake tests on the hill itself. The surface, incidentally, was inclined to be loose and rather slippery. What we did was to draw a line across the road, and this was crossed at 28-30 m.p.h. from a rolling start in neutral, farther up the hill. Immediately the line was reached the brakes were applied.

“Using the foot-brake only, the twin stopped in 54 feet. With the front brake lever also brought into operation the distance was 35 feet. On the 5/5, the figures were 49 feet and 37 feet respectively.

Following a spot of lunch at Dinas Mawddwy, which is near the foot of Bwlch-y-Groes, some speeds were clocked over a quarter-mile. On its 4.6 to 1 top gear the twin registered a mean speed of 78.1 m.p.h., equivalent to 4,650 r.p.m. On third gear (5.7 to 1) the mean speed was 65.3 m.p.h. (4,700r.p.m.).

“The 5/5 was slightly faster in each case. On top (4.8 to 1) the mean speed was 81.2 m.p.h. (5,050 r.p.m.); and on third (6.0 to 1) the speed worked out, at 68.2 m.p.h.(5,300r.p.m.).

“Since Bwlch-y-Groes I had been riding the twin and,in fact, I continued to do so until we reached Coventry again. This we did via Welshpool, Shrewsbury, Wellington and Shifnal, the majority of the journey being done after dark.

“I have already said that the twin handles as well on

rough going as the 5/5. The same applies to main roads. In fact, for high speed work over hilly and twisty roads I definitely preferred it on account of its amazing top gear performance. On gradients and corners where Harry had to change down to third, and even second, on the 5/5, the twin still continued to purr merrily along on top without a trace of snatch in the transmission. In fact, it is quite safe to say that, except in out-of-the-ordinary circumstances, the twin is absolutely a top-gear performer as a solo. The power development at low revs. is really astonishing.

Photo – “Motor Cycling’s” man trying the Triumph twin up the Alt-y-Bady (sic), while Harry Perrey has a go on the 5/5. Both models absolutely played up the hill, and restarting, even on standard tyres, presented little difficulty. (Courtesy Mortons Media Group)

The Final Check

“It also possesses ample acceleration in top, a feature that is overlooked at first, because of the smooth running and mechanical silence of the power-unit. For several long stretches at a time, Harry motored as fast as conditions would permit on the 5/5. The twin followed with the greatest of ease the whole time and with never a change of gear.

“On reaching Coventry the petrol consumptions were carefully checked over and worked out at 81 m.p.g. for the twin and 86 m.p.g. for the 5/5. These figures, remember, embrace every type of going the average motorcyclist is likely to negotiate.

“It merely remains to be said that the only adjustments made throughout the two days were to the brakes, after the linings had bedded down, and to the clutch cable on the 5/5, which was rather too slack. Both models came through the arduous test with flying colours. What more need be said?

Brief Specification of the Model 5/5 500c.c. o.h.v. Triumph

Engine: Triumph two-port: 84mm. bore by 89mm. stroke = 493c.c.: over-head valves with enclosed push-rods and oil feed to inlet; Triumph dry sump lubrication operated by double plunger pump, incorporating tell·tale on fuel tank, and five-pint oil tank on seat tube; Amal down-draught carburettor operated by twist-grip; Lucas 6-v. Magdyno with instrument panel on tank.
Gearbox: Triumph, four-speeds operated by positive-stop foot control. Ratios: 4.8, 6.0, 8.7 and13.3 to 1; handle-bar-operated clutch.
Transmission: Primary chain enclosed in aluminium oil-bath case; rear chain with steel guard.
Frame: Duplex cradle type constructed from heavy-guage tubing.
Forks: Taper-tube construction, with single compression spring: hand operated friction dampers and steering damper.
Brakes: Eight-inch interconnected brakes with cooling fins.
WheeIs: Fitted with 26·in. by 3.25-in. Dunlop tyres (competition type optional).
Tanks: 2 3/4.-gallon fuel tank; five-pint oil tank; large knee-grips on fuel tank.
Saddle: Lycett spring seat.
Exhaust Pipes: Downswept or upswept optional.
Finish: Usual bright parts chromium plated; plum panels to tank; rims chrome and plum.
Price: £66 complete with lights.

Brief Specification of the Model 6/1 twin o.h.v. Triumph

Engine: Triumph: 70mm. bore by 84mm. stroke : side-by-side twin with push-rod operated valves and single exhaust ports: dry-sump lubrication with tell·tale on fuel tank: main oil supply in four-pint sump; auxiliary one-pint tank at rear of engine: Amal carburettor; Lucas Magdyno, gear driven from timing case.
Gearbox: Triumph, four-speed hand-operated. Ratios: 4.6, 5.7, 8.5 and11.6 to 1; multi plate clutch.
Transmission: By two double-helical gear wheels with shock absorber; oil-bath lubrication.
Frame: Duplex cradle frame.
Forks: Single compression spring. and heavy-guage taper-tubes: hand operated friction dampers and steering damper.
Brakes: Eight-inch interconnected ribbed for cooling.
WheeIs: Fitted with 26·in. by 3.25-in. Dunlop tyres. Chromium plated rims with black centre.
Tanks: Fuel three gallons; auxiliary oil tank, one-pint oil tank.
Saddle: Lycett spring seat (with back rest)
Finish: Black and chromium plated; chromium plated rims. Centre strip on mud guards chromium plated.
Price: £77 complete with lights.

This feature includes material reproduced from ‘Motor Cycling’ issue of 28 November 1934 which is being used here with the consent of Mortons Media Group of Horncastle who hold the publishing rights for the archive of ‘Motor Cycle’ and ‘Motor Cycling’ Publications and from whom consent should be obtained before any reuse is made of this material to obtain their consent.

A quick update to reward you patience for the usual summer sparsity of speed track tales lately. I’ve just acquired an original copy of the 13 July 1938 issue of Motor Cycling covering the opening of the ISDT that precedes the issue of the 20th July covering the events and results that can be found in our issuu library.

Image – cover of ‘Motor Cycling‘ 13 July 1938 featuring A ‘report on the early stages of the International Six Days’ Trial taking place in Wales. The illustration shows the wild Tregaron Pass, which is typical of the rough country traversed’ ISDT 1938 (Courtesy Mortons Mediagroup)

The cover images is taken of two riders a few miles to the west of Abergwesyn on the old Tregaron – Abergwesyn Mountain Road, as they come from Tregaron. The old road, which was a regular favourite of the ISDT, is now a popular tourist route having been given tarmac surface in the past. This picture was taken at the previous years Llandrindod Wells based ISDT 1937. The riders are #181 A Fritsch of Germany on a BMW 730cc s/car who finished with a Gold Medal and is followed by #206 FC Perks on a privately entered BSA 496cc solo who also finished with a Gold medal, riding in 1938 on a BSA 496cc and retiring on the 5th day.

The road has changed little in the years other than the surface but in parts large amounts of commercial softwood forests have been planted on the valuable wetlands and the distant view of the road as it climbs towards Tregaron is now slightly obscured by forestry which hides the old road from view in this photo taken from Google’s ‘Streetview’

Photo – Old Tregaron – Abergwesyn Mountain Road in the Irfon Valley looking west. Sept 2011 (Google Streetview)

Fuller feature on the issue and the ISDT topics it covers coming shortly

This feature includes material reproduced from ‘Motor Cycling’ issue of 13 July 1938 which is being used here with the consent of Mortons Media Group of Horncastle who hold the publishing rights for the archive of ‘Motor Cycle’ and ‘Motor Cycling’ Publications and from whom consent should be obtained before any reuse is made of this material to obtain their consent.

News recently came in of the long awaited release of the book about the ISDT 1974 that was held in Camino, Italy

Image – book ISDT 1974

“I had ridden several Italian events and I knew the Trial would be hard….It was!” Thus quoted John Pease, British Trophy Teamster.

On the 40th anniversary of the 49th International Six Days Trial. held at Camerino, Italy, we are proud to announce that we have published “ISDT1974″

This book contains results, maps, drawings, classifications, interviews and full background information as the result of many years of research.

This volume of 352 pages contains over 500 photographs, many previously unpublished and includes a complete English translation booklet in the same manner as it’s sister publication “ISDT 1968”   After the publication of that book and the “ISDT 1970” book by Javier Benito, this volume adds an important new chapter in the history of this event now with over 100  years of tradition.

More information can be seen on www.mgpublishing.ch

Authors Marcello Grigorov and Roberto Biza.

I’ve not yet seen the book yet but if the content matches the work done on the 1968 and 1970 books do, and I’m told this is certainly the case. If I had a 5 star review series for books this like the other two would get a 7 star award…

The following blog is in two parts featuring two articles, one the editorial and the other jottings and commentary from the Motor Cycling journalist ‘Cyclops’ that appeared in the 13th July 1938 issue of Motor Cycling which covered the initial few days of the ISDT 1938 held in Llandrindod Wells which was the 20th edition of the event.

Photo – GB Trophy Team on 350’s GE Rowley (AJS) #120 J Williams and #167 VN Brittain (Nortons) and #84 WS Waycott (598 Velocette sc) with V Munday – ISDT 1938 (image courtesy Morton Media)

The initial article discusses the strategy of the British and German entries in the wildly different choice of bikes for the event, the benefits and disadvantages and ends reming the reader of the importance of winning the event for the British home motorcycle industry in supporting its export market.

Photo – German Trophy Team #17 H Scherzer #76 W Fahler #9 R Demmelbauer (all 173 DKW) #5 (597 BMW sc) – ISDT 1938 (image courtesy Morton Media)

Cyclops passes over a few of his anecdotal encounters and thoughts about the event and clearly indicates how in the inter-war years the ISDT held a prestige value in the world no less important than the Manx TT races

Photo – The Czech Trophy Team – #42 A Vivtar #26 V Stanislav, #49 R Protiva, (247 Jawas) #32 F Juhan (590 Jawa sc) ISDT 1938

The International and the Weather

Photo – GB ‘A’ Vase Team #97 R McGregor (Rudge) #174 (WT Tiffen, jun (Velocette) #102 JA McLeslie (Rudge) – ISDT 1938 (image courtesy Morton Media)

Photo – GB ‘B’ Vase Team #51 FE Thacker (Triumph) #30 JJ Booker (Royal Enfield) #46 A Jefferies (Triumph) – ISDT 1938 (image courtesy Morton Media)

By the time these words appear in print the International Six Days’ Trial will be into its third day. Much may have happened by then, but it seems certain that the British climate will play an important part in the destination of the Trophy. Reports state that several portions of the route are waterlogged, and in consequence the going is very heavy. More rain will add to the floods; conversely, fine weather will probably make the mountain tracks tacky.

Photo – Riders and Officials with plenty of spectators, assembled in the enclosure all ready for the weighing-in on Sunday – ISDT 1938 (image courtesy Morton Media)

If this be true it raises an interesting point for discussion. In the belief that the Donington handicap favours small-capacity models. Germany has mounted her three solo riders on 175 c.c. supercharged two-strokes. Given dry roads, we would be inclined to consider her action a wise one. but if the Welsh tracks are heavy she may have cause to regret her decision, despite the slower speed schedule set for the “babies.”

Photo – Good cover during the weighing-in. Behind the enclosure is the pleasant Welsh mountain country through which the trial is passing and on the opposite side of the paddock is the starting post – ISDT 1938 (image courtesy Morton Media)

Last year the trial was robbed of a great deal of its severity by badly placed time checks. which enabled riders to make up lost time over good roads after the more difficult sections. This year that fault has been eliminated, and it may be found that the checking system leans to the other extreme. In these circumstances Great Britain has mounted her solo members upon the ideal size of machine, light enough to be handled over rough going, yet large enough in capacity to withstand the week’s gruelling without loss of tune. The Czechs have taken a middle course in selecting models of 250c.c. for their solo riders, a type of machine considered by many to be ideal for the work in hand.

Photo – the start on monday morning. The riders are #51 FE Thacker (Triumph) #50 L Sheaf (SOS) and #49 A Vitvar (Jawa) – ISDT 1938 (image courtesy Morton Media)

The results should prove most instructive if all teams get through “clean” to the final speedtest. It is impossible to overrate the importance of the trial from the angle of export trade. A glance at the list of entries discloses the fact that Sweden and Hungary have selected German machines for their Vase teams, whilst one of the Dutch teams is similarly mounted.

Photo – Trouble with the tyres – a group in a huddle over last minute preparations. At Llandrindod many such scenes were being enacted last week-end just before the competitors were due to present their machines for official scrutiny – ISDT 1938 (image courtesy Morton Media)

A convincing British victory is, therefore, of vital importance if Great Britain’s prestige is to be maintained in Continental markets.

Photo – Chief Marshal S T Huggett – a very busy man – on full bore – ISDT 1938 (image courtesy Morton Media)

Photo – #77 S Moran (Matchless) #128 T Stewart (Royal Enfield) and #169 RC Yeates (Triumph) – ISDT 1938 (image courtesy Morton Media)

Photo – Not a community song leader, but the marshal at the lunch check trying to hold back the crowd of competitors storming the control. The rider in front is the German #76 L Kraus (BMW Sc) – ISDT 1938 (image courtesy Morton Media)

Photo – #80 HR Taylor, the wel lknown sidecar driver ( who is minus a leg) and his Ariel 4 outfit – ISDT 1938 (image courtesy Morton Media)

Photo – An admiring crowd around DJ Wuis’s Harley-Davidson [H81892 - NL] – ISDT 1938 (image courtesy Morton Media)

Photo – A general view of the lunch check at Cray. The narrow approach proved to be a considerable disadvantage and greatly hindered the working of the control – ISDT 1938 (image courtesy Morton Media)

Read this Motor Cycling report of the ISDT 1938 at our issuu.com library here

Cyclops -

The Big Event
THE trial’s the thing, this week. All eyes (as we say) are onWales – and will be until Saturday. And how dramatic a finish, I wonder, shall we see at Donington this time?
A man who is a pretty sound judge said to me the other day that the “International” cuts more ice now than even the T.T. I think that an exaggeration – but the interest taken in the trial is certainly colossal and its results carry a lot of weight. For which reason let us hope our teams have all the luck. Europe, if not the world, is watching how they fare.

Photo – #188 CG Rolles (Matchless) taking in supplies, Note how the Union Jack is flying – let’s hope it will be waving as strongly next saturday! – ISDT 1938 (image courtesy Morton Media)

He Missed the Story!
IT has not always been like that. Years ago nobody botherd much about the “International” Really we were inclined to take more notice of the late-lamented. A-C.U. Six Days’. And I dare say many readers would now be hard put to it to say when the “International” started; actually the year was 1913, and Britain won.

Photo – CB Lloyd and his interesting home-built Heywood ‘three-wheeler’ [FO 3705] consisting largely of Austin 7. It has twin rear wheels with the driving shaft between them – ISDT 1938 (image courtesy Morton Media)

Photo – Ireland’s ‘A’ Vase Team #139 CW Duffin (Matchless) #146 AHL Archer (Ariel) #115 (AJS) – ISDT 1938 (image courtesy Morton Media)

Credit Where Due
THE rise in the importance of the “International” has been remarkable. And I wonder how much of it has been due to the efforts of one man; I mean, of course Peter Chamberlain. Ten years back there were people who thought Peter slightly potty on the subject of that event. But he put his ideas across and time has proved him right.

Photo – One of the Army riders entered by the War Office #130 Cpl G Davies R.A.S.C leaving the lunch check on his Norton [EOG 80] – ISDT 1938 (image courtesy Morton Media)

Photo – The Royal Tank Corps Huhnlein Trophy Team #198 Cpl FM Rist #78 Sergt JT Dalby #181 Cpl R Gillam (All BSA’s) – ISDT 1938 (image courtesy Morton Media)

Photo – The R.A.S.C Huhnlein Trophy Team #158 Cpl JN Cowley #173 Driver R Campbell #130 Cpl GO Davies (all Norton) – ISDT 1938 (image courtesy Morton Media)

Photo – The Army M.E.E Huhnlein Trophy Team – L/cpl OL O’Brien, L/cpl GM Berry and L/bdr TA Tracy – ISDT 1938 (Courtesy Morton Media)

For Novices Only
I SUPPOSE quite a number of you who are over in Wales are following a big trial for the first time. For the benefit of such (and others can skip the paragraph) I feel prompted to offer a suggestion. That is, make it a definite rule never to ride “against the race,” round the wrong way of the course. And, for the love of Mike and wherever you are, give any competitor all the road. If necessary, put yourself literally in the ditch in order to do so. This advice ought to be unnecessary. But mistakes of this sort have been made before, and may be made again this week. In an ordinary weekend event they might not matter so much, but if you take the road in the “International” you have a big responsibility if you hold anybody up. And if you fail in this you are not going to be at all popular.

Image – The spring tongue to prevent the steering damper knob from turning on the R.T.C BSAs – ISDT 1938 (image courtesy Morton Media)

Image – The quickly detachable rear half of the mudguard of the 250 NSUs. It is secured by three wing nuts while the lamp is readily detachable – ISDT 1938 (image courtesy Morton Media)

Image – The RAC and Army team Nortons have wheelbraces under the saddles and insert adapters for wheel nuts carried in the toolbags – ISDT 1938 (image courtesy Morton Media)

Image – The interesting rear springing on the BMW sidecar with self lubricating sliding block – ISDT 1938 (image courtesy Morton Media)

Image – Waterproofing on the BMWs a rubber cover over the mixing chamber and carburetter control and waterproof plugs – ISDT 1938 (image courtesy Morton Media)

I recently had a trip out to Valasian Alps on the Southern Swiss border with Italy. Arriving at Genéve I had a train trip along the northern shore of Lake Genéve through Lausanne, Montreaux, Aigle and at Martigny I realised this was more or less the reverse of the final closing stages of the ISDT 1929 which had begun in Munich and finished in Genéve.

image – scanned copy of route map ISDT 1929

The only map I have of the course is a poor low-resolution copy taken from an old copy of the original programme. The results which were prepared by the Federation Internationals de Clubs Motorcyclistes (FICM) who when they were still based in Pall Mall, London the then offices of the Auto Cycle Union within the Royal Automobile Club. The results do not include details of where the checkpoints were and the low resolution of the map in the programme makes it difficult to enlarge and get any clarity so am resigned to simply listing the general flow of the event for now based on squinting at the pixelated text and staring at a google map of Central Europe. The route starts in familiar territory of the ISDT events of the 30’s which featured Garmisch Partenkirchen but then drift into unknown territory linked only by known place names. If anyone can help with a more detailed route map or itinerary I would be very grateful. Munich – ? – Parternkirchen – AUSTRIA – ? – Steeg – Lech – Flexen Pass –  Feldkirch – Vaduz – SWITZERLAND – Sargans – Glarus – Altdorf – Andermatt – Faido – Biasca – Bellinzona – ? – Locarno – ITALY – ? – Ivrea – Verres – Chatillon – Aosta – FRANCE – Borg St Maurice –  Moutiers – ? – Annecy – SWITZERLAND – Martigny – Lausanne – Geneve.

photo – four riders, one Sheperd #126 on a Scott sidecar, Steel #128 Brough Superior, Miss Herbet #122 Douglas and Mortimer #129 P&M Panther possibly passing along the Flexen Pass ISDT 1929 (Stilltimecollection)

The Speedtracktales team has now acquired an original copy of ‘the Motor Cycle‘ report on the ISDT 1938 report.

image – cover of ‘the Motor Cycle’ issue of 21 July 1938 with report on the ISDT 1938

The magazine is being carefully scanned to avoid damage to be posted here for the images. Here are some images of the issue whilst we await commenting further on the rediscovery of this classic Welsh event from the material contained within the pages.

image – report in ‘the Motor Cycle‘ issue of 21 July 1938 with report on the ISDT 1938

With a great image of the ISDT crossing the famous Bwlch y Groes in North Wales this is an important record of the last ISDT held under the FICM that took place in Wales during the halcyon days of British Motorcycling

It’s always a great moment when we find a reader who not only has a collection of ISDT images in their photo album but they are as keen as we are to share them with anyone keen to learn more about the history of the event and it’s development and the changes in the riders machines and styles of riding. I was therefore very pleased when Roger Newark made contact to offer us access to his images taken at the ISDT 1971 that he still cherishes. Featuring some of the star riders of the time and latest models of motorbikes taking part in this event in the near mecca of Motorcycle Sport since the sports earliest years – the Isle of Man. If any readers have anything extra to add to the people or places in these photos please let us know.

Photo – #208 RB Webster #210 JM Roberts USA Husqvarna ISDT 1971 (Newark Collection)

Photo – Timecheck at Glen Helen #196 Eddie Crooks GB Ossa [LEO812K] #208 RB Webster USA Ossa #209 N Casas Vila Spain Ossa ISDT 1971 (Newark Collection)

Photo – Gold Medal winner #221 Sammy Miller GB on Bultaco [HPC35K] ISDT 1971 (Newark Collection)

Photo – Silver medallist #63 R Jeckel [LWW679K] of USA ISDT 1971 (Newark Collection)

Photo – #18 is a 17 Year old Jack Penton of the famous American Enduro family at the start of his career ISDT 1971 (Newark Collection)

Photo – Park Ferme with the bikes of #225 Dai Jeremiah GB Bultaco [UDW889J] #239 Mick ‘Bonky’ Bowers GB Ossa #240 F Vergani Italy #253 D Thorpe GB Ossa ISDT 1971 (Newark Collection)

Photo – Gold medal winner #296 Mick Andrews and Cheney Triumph and the bikes of #288 Malcolm Rathmell who fettles on his bike and #289 Arthur Browning ISDT 1971 (Newark Collection)

Photo – Gold Medallist #78 Tom Penton KTM / Penton of USA talks with KTM Service personel ISDT 1971 (Newark Collection)

Photo – #120 J E Kelly Yamaha of Canada who retired on the first day arrives at a time check ISDT 1971 (Newark Collection)

Photo – Silver medalist #113 JL Figureau of France ISDT 1971 (Newark Collection)

Photo – Gold medallist #291 Herbert Scheck of West Germany with his BMW ISDT 1971 (Newark Collection)

Photo – The Glen Helen timecheck complete with team service vehicles and re-fuelling facilities ISDT 1971 (Newark Collection)

Photo – Gold medalist #266 Dave Randall BSA of the Met Police team with Inspector Alec Smith ISDT 1971 (Newark Collection)

Photo – Gold medal winner #271 Z Cespiva of Czechoslovakia prepares to drop the rear wheel for a tyre change ISDT 1971 (Newark Collection)

Photo – Gold medal winner #242 J Jasansky of Czechoslovakia at the end of the day fits new boots to his bike ISDT 1971 (Newark Collection)

Photo – #295 K Distler of West Germany with his BMW ISDT 1971 (Newark Collection)

Photo – #269 T Nishiyama of Japan’s Yamaha 350 [COU21K] ISDT 1971 (Newark Collection)

Earlier this year I posted a set of images taken of the ISDT 1961 in Wales painted by Gordon Horner 1916 – 2006, one of the last great staff artists employed by the Motor Magazines. As a result of discovering more about him I was able to acquire 1 of the 500 privately published books he made to record the artwork he made during his time in the Second World War where he was sent to the North Africa campaign where he was taken Prisoner of War, to be transported across the Med into Italy then on to Germany where he was finally held in a Prisoner of War Camp deliberately sited within the complex of several German Armament Factories including the development of the V1 and V2 rockets and finally bombed as the war ended. Even in the supposed safety of PoW status death stalked him as he saw escaping prisoners executed, or the danger of being bombed by Allied Airpower.

Each year in following the tradition set by motorcycle sport in the UK we stop to remember those who fell defending this country, many were not only keen motorcyclists before the war but also served as dispatch riders in the forces which left them very exposed to the work of snipers. This post is my tribute to those who gave both in totality or came back lesser than they were before the experience.

This post features some of 182 the images Gordon drew, mostly with charcoal, of the scenes he saw in his time which should remind us, as part of the generations of children born after the war, of our good luck to not have to survive the indictment of a world war as we think about Armistice Day. I think in particular about those who never returned and plans made that blew away like dust in the wind.

image – “For many gunners the slit trenches, scratched around their guns for cover from enemy fire, served also as their graves. Clephan told me how, at night, these dead were exhumed and given a deeper, descent burial. A rough wooden cross served to mark each grave for such time as the drifting sands of the desert might allow (Original Art by Gordon Horner 1915-2006)

The book follows his time in the Army in the North Africa Campaign where he was captured and then transfered to Italy then Germany. The following extract from the book covers the time of Gordon’s capture in the desert by Italian troops on the 29th May 1942.

When, on the night of 28-29th May, 150 Brigade prepared to move north, I was sent up to O.P.S.1 in order to report back any enemy movement. The O.P. was some 2,000 yards from F. Troop position. The telephone line linking the two did not run a straight course, but curved a length of over two miles. There was not time enough to follow the wire.

We – self, signaller, and driver – did the first thousand yard by truck. Top gear all the way. Speed: less than ten miles per hour, Then I set off with the signaller, and after 500 yard, hearing the voices of Italians, we began to crawl. The signaller was a good chap, but wore a highly polished tin hat, steel studded boots, and a rifle that rattled with each step he took. I sent him home and felt a lot safer. More crawling got me to the edge of the minefield, but I could not find the hole that was the O.P. It seemed hours since I had left the troop. The enemy was quiet, and behind me the Brigade transport was beginning the move. I headed for home – rather, thought I did. Three hundred yards of Freddie Troop were some infantry positions. These the Italians had occupied with fifty Infanteers, an M,G., and a Breda quick firer. And they never told me. I arrived there about 10 o’clock. About 10 plus 1 second, a long finger of red tracer sizzled past, and I did not pause to reason why, but flopped in the dust. Next a dark figure appeared to my right, then dived in to the scrub some yards behind me. I became conscious that there were others besides myself lying in the scrub. There was the crunching of sand and the occasional rattle of a stone. It was all very bewildering I worked my way forward intending to pass to the right of the M.G. It took an hour to make thirty yards.

Behind a couple of black silhouettes leapt up, ran a few yards then flopped. The M.G. went for them, and I bawled in their direction. ‘Are you English, lads?’ The machine-gunner now switched on to me. After his first burst I shouted over to him. ‘Are you English?’ There was a short silence, then some smart guy said, Yes. ‘I heaved a sigh of relief, and got up. ‘O.K., boys, I’m coming in,’ If they had waited a second or two longer this would have been written by a ghost. A rifle bullet seemed to part the hairs on my cheek – oh yes, no doubt it was miles away at least a foot! The machine-gunner missed too, and again I grovelled. That finally convinced me that the Italians were in our position, which made the other chaps in the scrub with me English. One of them close by had been hit, and his groans were not pleasant to hear.

After a most unpleasant night, came the dawn. I lay doggo, hoping to get away but the Italians came out hunting souvenirs. They found me. With their officer I walked over to the machine-gun position. We passed the body of a British officer some 20 yards from the M.G. He was lying on his back with several bullet holes through the stomach. Sand was blowing in to his open mouth. The watch on his wrist still ticked the racing seconds, but Time no longer concerned the lieutenant. The Italian promised immediate burial, and we both saluted the dead man.

The enemy had made four other prisoners, a sergeant and three privates, one of whom, a mere boy, lay dying on a blood stained blanket. The sergeant told me how his officer was hit. In the act of throwing a grenade at the M.G. He took three hours to die and never made a sound so as not to draw more fire on to his men.’

image – The grave of Alfred Schmidt, a Luftwaffe pilot who was killed when his 109F crashed close to Bir Belamed. What is left of him is buried beneath what is left of his machine (Original Art by Gordon Horner 1915-2006)

The book continues to describe the imprisonment, interrogation whilst the Eighth Army retreated to the Egyptian border at  El Alamein. From Benghazi they were sailed across the Med to Italy to a flea ridden transit camp onto a succession of camps in Italy, mixing with American and Empire regiments, with continual failed escape attempts by tunnelling. Although there were distractions in theatre and music until the Italian Armistice of 8th September 1943. Immediate hopes of liberty and to walk out of the camp were frustrated by the continuing presence of armed guards with instructions to shoot anyone trying to leave. Any hope of release or escape were dashed when German Paratroopers took over the Italian’s POW camp on the 21 September, within 3 days the entire camp of POW’s were loaded onto Cattle trucks, a few trying to escape were caught and murdered. The Train headed off towards Germany to new camps where they joined Russian soldiers and French Army who had been in camp since 1940. After a number of moves ending in a camp formed from old Luftwaffe barracks at the edge of the Airfield at Brunswick. 500 yards from an enormous Aircraft Works where eventually Allied bombers aware of the location of PoW camps intent on bombing the Neemo A.G Bussing Airworks which was amongst aircraft production was developing V1 and V2 rockets was bombed with bombs falling within the PoW camp. The camp significantly damaged was finally liberated by Allied forces on the 14th April 1944.

image – the Libyan Desert 1942 (Original Art by Gordon Horner 1915-2006)

image – the East Yorkshire Infantry Battalion pass through a minefield (Original Art by Gordon Horner 1915-2006)

image – Night stop in the Desert 1942 (Original Art by Gordon Horner 1915-2006)

image – Tank Grave between Alen Hemsa and Mteifel el Chebir (Original Art by Gordon Horner 1915-2006)

image – Battlefield – Libyan Desert 1942 (Original Art by Gordon Horner 1915-2006)

image – Bread for Ivan Ivanovitch (Original Art by Gordon Horner 1915-2006)

image – Xmas Parade – Brunswick (Original Art by Gordon Horner 1915-2006)

image – The relief of Brunswick – The liberation of the Allied Prisoners of War by American troops. (Original Art by Gordon Horner 1915-2006)

To those who served their nation and made the sacrifice I give my sincerest thanks to you.

2014 sees the 50th anniversary of the holding of the ISDT 1964 in Erfurt, East Germany. The event is one which gets a lot of attention and is number one International when it comes to enquiries and hits on our web search.

Thanks to the help of our contributor STB who has sent the route maps for the event which we will add to the ‘mapping the ISDT project’ this winter. Keep watching this page to see how it progresses.

image – Course map Day 1 & 3 ISDT 1964 (Courtesy Harro Esmarch Collection)

image – Course map Day 2 & 5 ISDT 1964 (Courtesy Harro Esmarch Collection)

image – Course map Day 4 & 6 ISDT 1964 (Courtesy Harro Esmarch Collection)

Taff Isaacs, Site founder has passed on these images he recently acquired from a reader in Shropshire of the ISDT 1954 mostly featuring popular Birmingham motorcycle dealer sidecar jockey W ‘Bill’ T Howard (1914 – 1992). I would strongly recommend before reading any more of this page you check out Taff’s own web page dedicated to WT Howard and featuring these images and more as well as his Trophy Collection at his own website ‘taffthehorns‘

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit [POK 222] in Llandrindod Wells ISDT 1954 – (speedtracktales collection)

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit at time check ISDT 1954 – (speedtracktales collection)

Photo – two un-identifiable solo riders ISDT 1954 – (speedtracktales collection)

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit [POK 222] and a bit of fettling ISDT 1954 – (speedtracktales collection)

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit [POK 222] indulges in on track maintenance ISDT 1954 – (speedtracktales collection)

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit [POK 222] tackle a ford ISDT 1954 – (speedtracktales collection)

Photo – #50 WT Howard on the works entered BSA 350cc Sidecar outfit [POK 222] in open country ISDT 1954 – (speedtracktales collection)

One of our favourite and most helpful ISDT sources of original history of the event is the legendary Deryk Wylde. He knows because, as Max Boyce would say, “Because he was there”. Deryck holds a considerable original archive of images and experiences but rather than keep them gathering dust in his mind is keen to share them. Already he has passed onto us the original Clerk of Course and course markers maps for the post war Welsh ISDT events. We also frequently get source material from Deryck who writes regularly of the popular feet up trials centric ‘Trials Central‘ Website which also is a good source of ISDT material.

Deryck has a long history with journalism and has entered the world of e-publishing making his ‘Off Road Revue’ magazine now as an e-publication available from Trials Central for a very reasonable subscription fee ( we’ve already coughed up the dough its such good value). We are very keen that everyone not familiar with Trials Central gets the chance to catch up with this important magazine.

image – OFF ROAD REVUe issue 12 front cover

image – OFF ROAD REVUe issue 12 – editorial

image – OFF ROAD REVUe issue 12 – History ISDT Pt 2

OFF-ROAD REVUe is a digital e-Magazine created by Deryk Wylde, author of the original highly-popular Off Road Review magazines that were compulsive reading back in their day. Access to OFF ROAD REVUe does require a subscription, priced at just £12 per year or the discounted price of £10 a year for paid-up Trials Central Supporters. Trials central can be accessed at “www.trialscentral.com” and ORRe via the button at top right on the home page.

ORRe requires a relatively modern web browser to enjoy the full functionality. To ensure you meet these requirements, check out our sample edition here. If it works, you’re good to go! To sign up, just click here.  Another unique feature – when you sign up you instantly get access to ALL the back issues PLUS the next year’s issues – REAL VALUE FOR MONEY – and access to many photographs never published before from Deryk’s 30,000+ archive of images.

OFF ROAD REVUe is EXCLUSIVE to Trials Central. Poor copies published elsewhere are unauthorised and are in breach of Deryk’s copyright.

ISSUES INDEX

ISSUE 12	In this issue we take a reflective look at the ISDT up to the 1950 event, plus a feature on the machines in use at the 1979 Northern Experts trial. There is also a reference photograph of a 1981 works prototypeMontesa. ​  The major contribution in this issue is the continuation of the development story of the rigid AJS/Matchless competition machines – to the best of our knowledge the most comprehensive detail ever published.”
ISSUE 11	In Issue 11 we continue our story of the First Hundred Years of the Scott Trial and start a new series analysing in detail the development of the AJS and Matchless Competition Machines. We also have an illustrated feature of a uniquemonoshock BSA Gold Starscrambler, and a unique photograph of the very first development175cc BSA Bantam in action and with the story of the Sammy Miller trials series continuing we also take a look back at the trials scene in the Welsh valleys, including details of the super-sporting Mitchell trial.
ISSUE 10	Issue ten continues our story of the ‘First Hundred Years of the Scott Trial’.  Following our look at Rob Shepherd trying Mick Grant’s little Drayton Bantam we include a photo report from Barry Robinson of Rob’s first practice session on his own new Drayton Bantam.We start a new series, analysing the history of the International Six Days Trial, fully illustrated and, as the story develops we have unearthed archive photographs never previously published.  The story of the early years of the Sammy Miller series continues, again with many images seen for the first time – and a glimpse of what may well have been the first ever monoshock model seen in offroad competition – which will be featured in a full report in issue 11.
ISSUE NINE	In this issue we feature a rare machine, the Royal Enfield ISDT Bullet – normally Redditch offered Meteor twins – plus exclusive images of a brand new Mini-Otter.  We continue the story of the past hundred years of the Scott Trial and include a feature of the Celebrations at the Start of the 2014 event, we have a comprehensive analysis of the post-War Ariel competition models, a further look at the continuing story of the Sammy Miller Series plus the continuation of the serialised version of ‘Lochaber Rich Mixture’.​
ISSUE EIGHT	In Issue eight we take a first look at the Sammy Miller Trials Championship, which will be explored in full detail in forthcoming issues, we continue the serialisation of the Scottish Six Days Trial fully illustrated history and also the Scott Trial, as the Centenary approaches. Don Morley gives details of a Lost BSA Works 250 – with a twin-cylinder motor, no less – and we have details of a unique space-age framed Scorpion trials model plus a test of a current Drayton Bantam trials model.
ISSUE SEVEN	In issue seven ofORRe we continue our detailed look at the most famous of Trials, the Scottish Six Days and the Scott Trial over the years and also start a new series of features on sidecar Trials through the years. The troubled story of Dennis Jones, who rode Suzuki and Sprite works trials machines to considerable success in his day, is told and finally we answer the question: “When was Grey Mare’s Ridge first used as a section in theSSDT?”​
ISSUE SIX	In this issue we profile two characters who have contributed in different ways to motorcycle sport over the years.  Ian Pollock, theLochaber man who found many of the popularSSDT sections and Don Evans who rode works RoyalEnfields to many successes in the post-war years, including six national trials, four ISDT gold medals as well as representing Great Britain in theMoto-Cross des Nations. We continue the illustrated histories of the Scott Trial and theSSDT, look at some interestingly different machinery inKinlochleven – and follow that with details of two machines never described in publications before, a 250cc rigid Royal Enfield trials model and a revolutionary single-cylinder two-stroke 300cc Scott.
ISSUE FIVE	With 51 pages in this latest issue including, as usual, many never seen before photos, Issue Five takes a look at the life of all-rounder Dai Jeremiah, we have a new feature on some of the more famous sections of the Scottish Six Days Trial, our serialisation of theLochaber Rich Mixture book continues and with the Scott Trial Centenary getting ever closer we continue our history of this famous Trial. We also look at some of the more interesting machines spotted at the Scottish Pre-65 Trial over the years and review the 45 year riding career of GordonAdsett.
ISSUE FOUR	With 52 pages of Classic goodness, Issue four takes an extensive look at the Saracenmarque, we continue our serialisation of theLochaber Rich Mixture book, we look at the history of Cotton Motorcycles and, of course, we continue our history of the famous Scott Trial in the build-up to this year’s centenary event – all accompanied by many exclusive and never seen before photos.
ISSUE THREE	In this bigger 50 page issueDeryk pays tribute to the late Dave Bickers, we continue the serialisation of the popularLochaber Rich Mixture book, we take a look at the life and career of Eric Cheney and, of course, we continue our series on the history of the famous Scott Trial in the run-up to this year’s centenary.
ISSUE TWO	In Issue Two of OFF ROAD REVUe we take a look back at the British Experts Trial in the 1970’s, the serialisation of theLochaber Rich Mixture book continues, we look back at the history of the Greevesmarque, memories from the Scottish Pre-65 Trial and we continue our history of the famous Scott Trial as it approachesit’s centenary.
ISSUE ONE	In the 40 pages of this opening issue you will find features on Mr. Telford – Alan Wright, Personalities of theSSDT takes a look back at Bob Paterson, we start a series of articles on the famous Scott Trial in the run-up to this year’s centenary Trial, Don Morley’sTalmag Trial reflections, our first excerpt from the notedLochaber Rich Mixture book, which will be serialised though future issues, a look back at the 2013Reeth Three Day Trial and much more!

I would like to thank Jay Fichialos a follower of this site from Utah in the USA and who is a keen ISDT Collector and historian who found this video posted on Youtube by a Triumph fan who holds the original 16mm film which appears to be a collection of Triumph orientated material possibly originating from the factory which has now been added to our ISDT Tube page of event videos found on the internet.

Our thanks for this video goes out to Keith Cockayne a member of the Manchester branch of the Triumph Motorcycle Club for sharing his original 16mm home movie film taken in the early 60’s at the Triumph Motorcycle factory in Coventry featuring original shots of classic motorcycles and cars of the period including Edward Turner with a group of riders on their Bonnevilles in front of the factory.

Pure Triumph Nostalgia from the 60’s which finishes with 4 minutes of the ISDT 1961 starting at Llandrindod Wells and shows many riders including the following:

#53 J Konczarek SHL 173 Poland
#55 L Muller Hercules 175 W Germany
#121 FR Selling 248 Greeves Holland
#125 Driver CJ Cullen 199 Triumph GB
#171 DH Brooker 246 Greeves GB
#173 JA Sandiford 250 BSA GB
#178 W Autkthun 250 Maico W Germany
#201 IA Hillier 246 Greeves GB
#221 LJ Lawrence 200 Ducati GB
#236 O Hamrsmid 350 Jawa (Works) Czech
#268 BD Piggott 348 Matchless GB
#273 J Giles 500 Triumph GB
#280 RJ May 497 Matchless GB
#284 CG Moram 497 AJS GB
#287 GS Blakeway 490 Triumph GB
#294 Bud Ekins 650 Triumph USA
#292 BA Nash 497 AJS GB

If you spot any I’ve missed please let me know

The Bwlch y Groes (Pass of the Cross) and its side road Bwlch Eunant probably have a history as a road that lies back in the dark days long before things were ever thought of being recorded as existing. The road summit at 545m, 1788ft is often claimed to be the highest public road in Wales, however that honour is held by the Bwlch yr Efengyl (Gospel Pass) 549m 1801ft in the Black Mountains of South East Wales also used by the ISDT in Wales although its approach is not as steep as the Bwlch y Groes. However the ISDT never crossed the high summit as it detoured to travel to Bala via the gnarly tracks through Euanant and Hirnant. History paints a picture of a route in use by religious travellers passing between the early Celtic Christian sites and the many Monasteries, Abbeys, Friaries and Priories the church of Rome had established at Welshpool, Llangollen, Llanrwst, Holywell, Flint, Denbigh, Llaneltyd before the reformation. It was mostly motorsport rather than tourism that rediscovered the opportunities the unsurfaced road provided in the early development of motoring on public roads.

C Smiths map of England and Wales 1806 clearly shows the route of the Bwlch y Groes and the Bwlch Eunant long before the construction of the Reservoir on the Vyrnwy by the Liverpool Corporation.

the First Series 1″ to the mile Ordnance Survey map using significantly greater accuracy surveying, than that used by Smith, shows the route in the late 1800’s with the traditional ISDT route marked in blue including the Bwlch y Groes, Euanant and Hirnant Valleys.

image – Map of Ordnance Survey – First Series 1″ late 1800s

image – Map of Ordnance Survey – Revised Series 1902

Image – Map of War Office 1940 Wales

Image – Map of Ordnance Survey 1″ New Popular Edition 1948

Image – Map of Ordnance Survey 1″ New Popular Edition 1948

The conventional ISDT route once passing Llanmawddwy headed north, to climb the Bwlch but before reaching the summit of the pass would turn off along another poor unsurfaced track to reach the firm road around Lake Vyrnwy and then travelling clockwise around the lake on reaching the next side road turned up it. This road is known as the Hirnant and heads towards Bala. These roads only became surfaced during the 1950’s.

image – profile view of route from Llanmawddwy up Bwlch y Groes to the Eunant and Hirnant finishing at Aber Hirnant

Image – Mapped route as shown in Profile

Image Modern aerial photography with route of profile overlayed

The History of Motor Sport and the Bwlch y Groes is nearly as old as motorsport. Early motoring magazines often mention that editorial staff hand car manufacturers had been testing on the Bwlch y Groes owing to its status of a continual and sever gradient to one of the highest moorland crossings by a road in the UK. This leaves us with a wealth of material describing the setting and condition of the road nearly a 100 years ago.

The November 1925 issue ‘Motorsport Magazine‘ reported

THE 14/45 ROVER ON BWLCH-Y-GROES.

An interesting trial of the 14-45 h.p. Rover Saloon has been made under the observation of the Royal Automobile Club and consisted of 50 consecutive ascents of Bwlch-y-Groes. The test occupied 12 hours of practically continuous running, and during that time a total distance in excess of 150 miles was covered. Needless to say, top gear was hardly ever used, third, second and bottom being in action almost exclusively. It is interesting to note that at the conclusion of the trial less than half a pint of water was needed to restore the contents of the radiator to their original level. The car carried a driver and an R.A.C. observer throughout and the total weight exceeded 31 cwt. Bwlch-y-Groes is the famous test hill on the road between Dinas Mawddwy and Bala, North Wales, and the length of the hill is roughly 1.6 miles.

Photos taken in 1924 for an event report in Autocar show it to be an unmade and rough road making the test event more a significant undertaking than had the road a tarmac surface.

Photo – Clyro takes part in the RAC Small Car Trials of 1924. The event covered a large area of Wales and here is seen on the Bwlch y Groes

Almost exactly the same view in 1929

Photo – A competitor ascends the Bwlch y Groes in the Welsh 24 Hour Trial 1929

Photo – A view of the western climb of the Bwlch y Groes Welsh 24 Hr Rally 1929

The 1925 Rover test came back to the attention of the motoring press when it was decided to retry the feat in a more modest modern car the Citroen 2CV which tells us more about the 1925 endeavour when reported in the June 1956 issue of ‘Motorsport Magazine‘.

2 C.V. CITROEN’S 100 ASCENTS OF BWLCH-Y-GROES

Air-cooling vindicated in R.A.C.-observed trial

IN 1925 the Rover Company was awarded the Dewar Trophy, that coveted award presented by Lord Dewar in 1906 to commemorate annually the most outstanding performance accomplished in Certified Trials observed by the R.A.C.

They were awarded the Trophy in respect of an endurance feat undertaken by a 14/45 Rover saloon. This was the then new model designed by Poppet. with a four-cylinder 75 by 120 turn. 2,121-c.c. engine having the unique overhead-valve gear with two high-set camshafts and cross push-rods to actuate valves inclined in the hemispherical combustion chambers. The car weighed approximately 28 cwt., or approximately 32 cwt in running trim with driver and observer, etc., and it pulled a bottom gear of 20.3 to 1. Bwlch-y-Groes was described as a mountain pass about 1+ miles long with gradient* ranging from 1 in 12.3 to 1 in 4.93 and this the Rover set out to ascend and descend fifty consecutive times on September 22nd, 1925.

At the top it was swung round, at the bottom reversed for turning. The test commenced at 7 a.m. and concluded at 7 p.m., the climbs and descents being as continuous as practical, the engine being kept running continuously, except for four stops on accidental occasions, when it was restarted immediately. Only three pauses were made on these climbs, once, on the third ascent, due to momentary popping in the S.U. carburetter, once through the presence of sheep and once to open a gate. Changes of driver and observer were made after 13 ascents; naturally, top gear was never engaged. Heavy rainfall fell most of the day. No work or adjustment was called for, descents were made in third gear (9.3 to 1) and at no time did the cooling water boil, the total amount of water consumed being slightly less than half-a-pint. The Rover was duly granted R.A.C. Certificate of Performance No. 610 and awarded the Dewar Trophy.

Last year the Editor of MOTOR SPORT suggested to Ken Beat, Competition Manager of the National Benzole Company, Ltd., that it would be instructive to see if a small air-cooled car could emulate the Rover’s task.

Consequently, on April 24th this year, a 2 c.v. Citroen was set at the gradient, again under R.A.C. observation, the object being to accomplish, double the number of ascents made in 1925 by a car of one-fifth the Rover’s engine capacity.

A start was made at 5 a.m. and the drivers. W. Noddy and K. Best, changed at three-hour intervals. The little Citroen climbed faultlessly in first (25.9 to I) and very occasionally second gear (12.55 to 1) and descended the steep, unfenced road at speeds exceeding 50 m.p.h., virtually coasting, as overdrive-top (5.17 to 1) was used for the descents and the automatic centrifugal clutch was fitted to the the car in question. The little 425-cc. air-cooled flat-twin engine was kept running continuously except for a period of two minutes when it was stopped to enable the oil-level to be checked. The Citroen was reversed vigorously each time at the foot of the Pass in order to turn it for the next ascent. The runs occupied about 18+ hours and during this time only three vehicles were encountered, one of them an Austin from Longbridge, for B.M.C. use BwIch-y-Groes for test purposes. The weather varied from sunshine to torrential rain and thunder and the last ascents were made with the car lost in mist at the top turn, its brakes now absent due to the effect of the rapid descents—Boddy handed the car over to Best to enable him to have the honour of driving the 100th ascent, and also, because he was aware of the complete lack of anchorage! R.A.C. observers travelled in the car throughout and found that the overall average speed up and down the Pass, with it’s average gradient of 1 in 7.3, and including the turn-rounds, was 16.52 m.p.h. The Citroen consumed National Benzoic petrol at the rate of 25.41 m.p.g. and required only half-a-pint of National Benzole Light s.a.e. 20 oil. It’s chassis and front-drive universal joints received no grease and after adjustment the following morning the brakes were pronounced satisfactory

This endurance test is a further tribute to the reliability and practicability of the little 2 C.V. Citroen, the smallest-engined saloon on the market, for it was running as soundly at the finish as at the start and its cylinders never missed a beat, or gave any evidence of overheating. The K.L.G. plugs, and Ducellier coil, stood up without a trace of protest, cooled, of course, by the benzoic fuel. Certainly air-cooling and front-wheel-drive were vindicated for strenuous and continuous Pass-storming. If you are not convinced, try ten consecutive ascents this summer in your own small saloon!

Motor Cycling has an equal rich history on the Bwlch y Groes. Apart from the attention the motorcycle industry gave it, there were also a number of motorcycle events. The Sangster Cup Trial took place in the early part of the 20th Century and started in Birmingham finishing in Abermaw ( Barmouth). In 1933 the ISDT made its first visit and it featured in each event until after 1954 when the Tarmac monsters had finely managed to tame the route into a civilised public highway.

Photo – #27 Mauer – Meyer with is very striking 750cc B.M.W outfit leading #78 J Swift (348cc Ariel) and #25 GC Harris (1096cc Morgan) on the descent of the Bwlch y Groes on Thursday ISDT 1933 (from Speedtracktales Archive)

Photo – #96 T Stewart (346cc Royal Enfield) and a non-competitor amidst some of Wales’s grandest scenery. They are climbing the famous Bwlch y Groes. ISDT 1933 (from Speedtracktales Archive)

Photo of crashed German Motorcyclists #85 J Forstner BMW 494cc #60 T Fleischman DKW 245cc on Bwlch y Groes, Bala in ISDT 1937

Two German riders with problems at the base of Bwlch y Groes, #85 J Forstner collides with 250 DKW rider #60 T Feischmann. Both went on to finish with a gold medal each.

Photo of #48 P Schafer on a Victoria 496cc Sidecar outfit climbing on unsurfaced road at Bwlch y Groes in ISDT 1937

Photo GW Sannes (122 Eysink) and P Scahfer (596cc Victoria Sc) rounding the hairpin at the Bwlch y Groes ISDT 1937 (Speedtracktales Collection)

Photo GW Sannes (122 Eysink) and P Scahfer (596cc Victoria Sc) rounding the hairpin at the Bwlch y Groes ISDT 1937 (Speedtracktales Collection)

Photo – #146 Ted Usher (Matchless) climbs Bwlch y Groes followed by #88 A J Humphries (Norton sc) ISDT 1949 (Courtesy Deryck Wylde collection)

Photo – #146 Ted Usher (Matchless) climbs Bwlch y Groes followed by #88 A J Humphries (Norton sc) ISDT 1949 (Speedtracktales Collection)

The following two images show the conditions of the road as it crossed the Eunant (Waen y Gadfa)

Photo – Waen y Gadfa, included on Thursday’s run C Merlo (Gilera) “in the country” as #135 Bob Ray (Ariel) passes ISDT 1949 (Speedtracktales Collection)

Photo – Waen y Gadfa, A Rudge on the rocks with Civil servant JH Lennon (Rudge) [DRW 911] ISDT 1949 (Speedtracktales Collection)

photo – #169 Jack Stocker (“350 Bullet”) carefully picks his way along the slippery bed on the Waen y Gadfa ISDT 1950 (Speedtracktales collection)

Photo of Austrian 175 Puch rider #74 F. Gnaser ahead of British entry #37 J.C.L. Bodenham on his 175 DMW, with a low cloud blanketed Bwlch y Groes near Dinas Mawddwy behind them in ISDT 1954

Photo of shows H Pelikaan of Holland wheeling his DKW down the narrows at Eunant Pass, Czech rider #126 J Kubes manhandles his JAWA along and in the background CZ rider, Czech J Hoffman waits for a clear run at the gulleys in ISDT 1954

photo – The Eunant pass holds no terrors for #220 NS Holmes (497 Ariel) [BOF 258]- a Thursday picture ISDT 1954 (Speedtracktales Archive)

Stage 6 1988 Milk Race on the Bwlch y Groes (Image – Johnny Pickles)

Aussie Neal Stephens battles Britains’s Adrian Timmis Stage 6 1988 Milk Race on the Bwlch y Groes (Image – Johnny Pickles)

It’s that time of the year, the first 2015 from Bonham’s, this time in Las Vegas 8th January 2015, which for any grown kid with a love for heritage motorcycles is the biggest candy store of all time. Often with prices so high it is an insight into what the multi-millionaries of the world like to do with their small petty cash.

image – cover auction catalogue Bonham’s Motorcycle Auction, Bally’s Hotel and Casino, Las Vegas 8 January 2015

As ever there is a wide range of quality Indians, Harley’s including Dirt trackers and other American makes but like always there is a very strong showing of quality British Classic hardware especially from Triumph but including Vincent, Brough, AJS and Matchless.

Bonham’s US Auctions never lack class and is often also a chance to see what the movie stars owned and buy a once cherished Hollywood toy. This year is no exception and apart from some items coming from Henry Fonda and Dennis Hopper two stars especially associated with motorcycles in the USA, there is not surprisingly a few ex Steve McQueen items thrown in to help ramp up the auction headline prices.

ISDT interest is limited but fairly well represented by a fairly immaculate original Jawa 250 ISDT replica of 1957. There are a number of interesting Jawa and CZ bikes up for sale too as the collection of ARMHA board member Fred Mork is broken up.

Photo – 1957 Jawa 250 ISDT replica to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

For an US auction it goes without saying that with so many Triumph Trophies being exported to the US and very popular with US off-road, especially Desert, racers that a few good examples would be provided and we are not let down by this restored factory produced Triumph Trophy TR6C 650cc of 1966. This bike was produced at the Meridan factory by Triumph in order to meet the market they saw been created by the US racers who were butchering standard Trophies to meet the needs of flat-out high-speed desert racing and was specifically constructed to the designs of the modifications top racers were making.

Photo – 1966 Triumph Trophy TR6C 650cc Desert Racer to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

The american passion of desert racing saw many production Trophies being modified that by recent times there are very few original untouched TR6B, which most often were adapted and so this full restoration of an original and complete Triumph Trophy TR6B of 1957 is a very unique opportunity to buy an example from the pinnacle period of Triumph engineering prowess.

Photo – 1957 Triumph Trophy TR6B to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

One bike in the Auction is an original Triumph Trophy TR6 of 1965. The love of this bike by american motorcyclists, for its prowess on both paved street and dirt roads saw it being sold in significant numbers and this 1965 model is being sold having been kept by the same keeper since it was first purchased new.

Photo – 1965 Triumph Trophy TR6 to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

As the ageing British iron started to loose its dominant competitive edge in the late 1960’s the US became a valuable market to the European off-road brands of KTM (Penton) and Husqvarna who like Triumph shipped a lot of units across the atlantic in the absence of any significant competition from American motorcycle manufacturers. Of the Huskies on auction there is a particularly nicely restored Husqvarna 360cc Enduro Cross of 1971 with its unique 8 speed gearbox.

Photo – 1971 Husqvarna 360cc EnduroCross to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

One of the headline bikes for this auction will be this Husqvarna 250cc Motocross bike from 1971. Not only a very desirable bike in its own right but this bike is part of the fleet of Huskies personally owned by Steve McQueen, which when coming up for auction command a particularly significant premium over similar condition bikes of the same period.

Photo – 1971 Husqvarna 250cc MotoCross that previously was owned by Steve McQueen to be auctioned at Bonham’s Las Vegas Sale 8 Jan 2015

a copy of the catalogue as a pdf can be downloaded here

Photo – Climbing Bwlch y Groes between Dinas Mawddwy and Bala, which was the lunch stop on the Friday. #161 S Keepence on the 250 Triumph Special chases #159 H Tanner on a 250 Jawa. Bwlch y Groes is now a tarmac road – ISDT 1954

So after a great xmas you are all tooled up… leather driving gloves from the sister in law, Top Gear aftershave from the kids and a Barbour manage from the wife… as the novelty wears off why not treat yourself, if you have not already to Deryck Wylde’s great issue fourteen of OFF ROAD REVUe which is now online. Unique and notable articles is a feature on the post war Welsh ISDT events and as with anything coming from Deryck the images are not only great a number are originals unlikely to have been seen before.

Photo – British teamster Ted Usher with his Matchless Twin on a sharp climb. ISDT 1953

Photo – British Teamster #276 Johnny Brittain with his Royal Enfield Bullet in ISDT trim at the refuelling in Llandrindod Wells. ISDT 1954

You can access this, and all previous issues via the following link:

http://www.trialscentral.com/off-road-revue-magazine-index
We have moved the index page in front of the pay wall and added issue summaries so you can see a summary of each issue before logging in. You will be asked to log in after you select which issue you wish to read, but you won’t have to log in each time you want to read an issue – only when the session has expired.

You can access ORRe any time via the ORRe “button” on the front page top menu bar on Trials Central. This will take you straight to the issue index.

As usual, all feedback, questions and comments regarding ORRe or any of the content, please contact Deryk directly – offroarchive@gmail.com

Hluk is a town in the Zlin region of south-eastern Morovia in Czechoslovakia. Zlin was the host region for a number of ISDT events. Recently the town has developed a web site to create an archive of its history where it has posted this collection of photos from the ISDT 1953 event taken by a town resident.

These images will be largely unknown in the UK and will be the first time many of the scenes will be new to the Speedtracktales regular followers including Geoff Wagger who will not have seen this photo of his dad Reg before.

Photo – British Rider #46 Reg W Wagger BSA 348 with Sidecar [NOC 541] Gold medal at the Hluk time check ISDT 1953 (©Hluké Kroniky)

The images can also be viewed at the Hluk Chronicle web site

Photo – Unknown rider speeds near Hluk ISDT 1953 (©Hluké Kroniky)

Photo – Czech rider #65 Jaroslav Javurek CZ 150, near Hluk, who finished with a Gold Medal ISDT 1953 (©Hluké Kroniky)

Photo – Unidentified rider, possibly #91 Hardy Sprung IFA 125 near Hluk ISDT 1953 (©Hluké Kroniky)

Photo – Riders #100 Ivan Dursansky CZ 150 who lost 3 points and finished on silver and #98 JM Ivanov CZ 150 who retired on the 5th day ISDT 1953 (©Hluké Kroniky)

Photo – Crowds of spectators gather at Hluk Time Check ISDT 1953 (©Hluké Kroniky)

Photo – Riders gather at the Hulk time check #127 G Brouwer BSA 348 #129 Jan Janous Jawa 350 ISDT 1953 (©Hluké Kroniky)

Photo – many riders gather and wait to enter the Hluk time check ISDT 1953 (©Hluké Kroniky)

Photo – #51 George L Buck with Passenger and Ariel 357cc with Watsonia Sidecar #78 Ulrich Pohl Maico 175 wait at Hluk ISDT 1953 (©Hluké Kroniky)

Photo – Hulk time check and medical crew with nurses await riders ISDT 1953 (©Hluké Kroniky)

Photo – #102 Walter Winkler IFA 125 who retired on day 5 #129 Jan Janous Jawa 350 who finished with a Bronze medal after loosing time on day 6 ISDT 1953 (©Hluké Kroniky)

Photo – #100 Ivan Dursansky CZ 150 Silver Medal #126 Kurt Kempf IFA 350 Bronze Medal #128 Fritz Albert Jawa 350 retired day 3 #119 Dobroslav Frydek Jawa 350 Gold medal ISDT 1953 (©Hluké Kroniky)

Photo – Check crew at Hluk ISDT 1953 (©Hluké Kroniky)

Photo – #133 Eduard Beranek Jawa 350 Gold medal #134 Bengt Svensson NV 246 Gold medal ISDT 1953 (©Hluké Kroniky)

Photo – unidentified rider approaches time check Hluk ISDT 1953 (©Hluké Kroniky)

Photo – Spectators crowding the Hluk time check area to watch the riders in action ISDT 1953 (©Hluké Kroniky)

Photo – Hulk time check ISDT 1953 (©Hluké Kroniky)

Collecting mapping for the ISDT 1959.

So far located an official map for days 2 and 3. The Official Daily Route sheets and the programme maps for each day.

Any offers of route information for any ISDT always welcome.

Image – Colour map for routes of Day 2 and 3 ISDT 1959

Daily Route information sheets

image – Day 1 Route Sheet ISDT 1959

image – Day 2 Route Sheet ISDT 1959

image – Day 3 Route Sheet ISDT 1959

image – Day 4 Route Sheet ISDT 1959

image – Day 5 Route Sheet ISDT 1959

image – Day 6 Route Sheet ISDT 1959

Programme Map details

image – map of the course days 1 – 6 ISDT 1959

image – programme map of routes days 1 & 6 ISDT 1959

image – programme map of routes days 2 & 3 ISDT 1959

image – programme map of routes days 4 & 5 ISDT 1959

image – plan and profile of speed test circuit ISDT 1959

Mapping for the event is limited and we have this map from the official programme. Any further maps that can be provided would be welcome.

image – map of the 6 days course ISDT 1955

Thanks to Brian Catt who has provided this course detail from the event programme.

image – Map of course days 3 and 6 ISDT 1966 (Courtesy Brian Catt)

Route and checkpoint details with road times

image – Route and check details Day 2 ISDT 1966 (Courtesy Brian Catt)

image – Route and check details Day 3 ISDT 1966 (Courtesy Brian Catt)

image – Route and check details Day 5 ISDT 1966 (Courtesy Brian Catt)

image – Route and check details Day 6 ISDT 1966 (Courtesy Brian Catt)