1963 European Grand Prix HIstory - Postwar - 4-Page Vintage Motorcycle Article

Description

1963 European Grand Prix HIstory - Postwar - 4-Page Vintage Motorcycle Article
Original, vintage magazine article
Page Size: Approx. 8" x 11" (21 cm x 28 cm) each page
Condition: Good
WORLD WAR II was over and the
nations were faced with the task
of rebuilding. In Europe this task was
difficult as most industrial areas had
been devastated. Slowly the nations re-
built themselves and motorcycles were
again coming off the production lines.
In the Spring of 1946 the Federation
of International Motorcyclists met and
analyzed the situation. If racing was
to flourish, a new set of regulations
would be required. None of the fac-
tories could afford to race on the gran-
doise scale of the pre-war days. Funds
would be limited and superchargers,
benzol fuel, and complex machines
would be too expensive for the fac-
tories.
The new rules were simple and
straightforward, no supercharging, and
72 octane “pool” gasoline was to be
used. Engine sizes would remain the
same at 250, 350 and 500 cubic centi-
meters.
Many of the pre-war stars were still
around but new names were to appear.
These new competitors would need
training so the “Clubman’s” race was
born. The “Clubman’s” race was for
standard production machines which
could be stripped of their accessories.
This provided an inexpensive start for
the budding racers.
In 1946 the stage was set and a few
races were held in Ireland and Eng-
land. Gone were the supercharged
DKW, BMW, and Gilera-Rondine. In
their place were the best pre-war un-
supercharged models, the Guzzi, Veloc-
ette, and Norton.
The real beginning was in 1947
when the Ulster, Swiss, Dutch, and
Belgian Grands Prix were held along
with the Isle of Man TT races. Gone
was German competition as the “Fath-
erland” was on probation for a few
years. Many factories did not reappear
after the war and the Rudge, Brough-
Superior and New Imperial would
never be seen again.
Norton and Velocette raced their pre-
war models but from Plumstead came
a new AJS. This new 500cc DOHC
twin was named the porcupine due to
the spike fins of the horizontally-
mounted engine. Telescopic forks were
fitted to the swinging arm frame.
Originally a supercharger was to be
used but this was dropped in deference
to the new regulations.
Moto-Guzzi produced the Albatross,
a 250cc single with girder forks and
a straight pipe exhaust. The model was
also sold as a replica racer.
A new name was to appear on the
racing scene when Triumph announced
that David Whitworth would race a
prototype 500 twin. Spurred by Ernie
Lyons’ Manx Grand Prix win the
previous September, Triumph was to
have a go at racing. A Tiger 100 model
was modified by fitting an alloy cylin-
der and head from a wartime electric
generating unit. A n experimental
spring hub was used and an 8" brake
was fitted to a telescopic fork.
In the Senior TT Harold Daniell
and Artie Bell brought their Nortons
home in front of Peter Goodman and
his Velocette with Peter turning the
fastest lap at 84.07 mph. On the con-
tinent Omobono Tenni and his Guzzi
single won the Swiss GP with Norton
taking the other races to crown Artie
Bell the champion.
Velocette hopes were shattered when
Bob Foster retired in both the Senior
TT and Ulster GP. Great things had
SLEEK production racer was the 1948 Grand Prix Triumph. The chrome gas tank
tended to fracture and. was later replaced with a non-chrome version. Famed
Triumph Spring Hub was employed, on rear wheel. At Daytona in 1949 Jack Horn
led at record speed for 160 miles on a GP Triumph. A faulty ignition put him out.
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