We have just received advance news of a new book to be published this coming Spring that may be of great interest to many Speedtracktales readers.

In late August 1939, Hitler’s armies were poised to invade Poland, while in Austria the International Six Day Trial was underway.  The trial was dubbed ‘The Motorcycling Olympics’, where the crème de la crème from five or six nations competed in six days of hard riding.

Image – Cover for new book ‘The Six Day Affair’ ISDT 1939

Following the Olympics in Berlin just three years earlier, the ISDT was seen by Hitler as being another opportunity for Nazi dominance – and the event was unexpectedly held in occupied Austria!  Half way through, riding through the mountains surrounding Salzburg and with the British teams once again doing very well indeed, they received a telegram from the British Embassy telling them to get out immediately.   WWII started just a week later.

The story of how the British competitors and spectators successfully made it away through Switzerland with the help of their German escort has so far only been mentioned in magazine articles and websites, but extensive research has revealed much new material about this fascinating and exciting event in history.

In ‘THE SIX DAY AFFAIR’, one of the competitors tells his grandson all about his adventures..…

However, despite this adventure tale being presented as the memories of an old man, none of the actual names, facts or chronologies have been changed in any way at all.  Only plausible interpolations and extrapolations have been made, so attempting to avoid any significant misrepresentation of the real history.Occasional asides have been interjected to supplement what would otherwise be just one man’s memories of events and these are entirely factual with no fictional content whatsoever.The final chapter tidies a few loose end up, giving very brief accounts of what actually happened afterwards to just some of those involved.  If only more information could be obtained, possible future editions would include it.The Afterword disentangles fact from fiction in greater detail, while there are appendices containing further facts concerning the 1939 ISDT, as well as a full list of sources and further reading.

A5 softback, b&w with many illustrations & appendices.    £12 

Launched this coming May, published by JRB Publications -  www.jrbpub.net  - and available from Courtyard Books  - www.courtyardbooks.co.uk
Courtyard Books  Tel: +44(0)1242 674335   E-mail: contactus@courtyardbooks.co.uk
Snail-mail: Tarling’s Yard, Bishop’s Cleeve, Cheltenham GL52 8RN, UK

Bikewriter.com: Post-Academy Awards Special Backmarker: The Colonel’s Motorcycles.

This week ‘British Pathé‘ archive was officially released on Youtube. This famous news reel archive that would have been the main feature of cinema visits in the past includes short articles for news features of the time on the ISDT.

Not many seem to exist and I hope more are subsequently found and released

1926

1927

1933

1937

1961

If you enjoyed these videos and have not yet found the others we have posted on our ISDT tube page you might want to save a few hours and immerse yourself in pure nostalgia of the old ISDT days

And Christmas v2 for the Classic and Vintage Motorcycle lover has arrived early in 2014.. around Easter time at the Staffordshire County Showground.

Bonham’s Spring Stafford Sale

Bonham’s Spring Stafford Auction 27 April 2014

Apart from a few attractive lots of prewar copies of ‘the Motor Cycle‘ or ‘Motorcycling‘ bundled with a few programmes or photos of interest to ISDT collectors. Of motorcycles a few nice pukka trials bikes and a few road trim Tiger Cubs, but the most obvious item is this rather nice Ariel Red Hunter although no evidence of it having been used in the ISDT.

Download the programme as pdf here

Photo – Lot 181
1936 Ariel 499CC Red Hunter – Competition Model

Photo – Lot 181
1936 Ariel 499CC Red Hunter – Competition Model

Item details

There are some truly gorgeous period posters connected to Motorcycle events and two connected to the ISDT.

Photo – ADAC Garmisch Partenkirchen Poster ISDT 1969

Photo – 51st International Six Days Trial Austria ISDT 1976

There are also some National and FIM World Enduro Championship posters from the ISDT period

Photo – Poster Bergrennen Enduro 1972

Photo – Poster ADAC Geländefahrt, Oberkirch, West Germany 1972

Photo – poster FIM European Enduro Championships Zschopau, East Germany 1972

Finally as ever a nice bit of Steve McQueen Gelde….

photo – original film poster for the Great Escape featuring Steve McQueen

Photo – original cinema poster for ‘On Any Other Sunday II, featuring Steve McQueen

So read the title of the editorial in ‘Motor Cycling‘ in the issue of 25 September 1952 in a report covering the ISDT 1952 that had recently taken place at Bad Aussee in Austria.

“Bad News From Bad Aussee:

THOUGH these words are being written while we still await the final confirmed results of the International Six Days Trial it seems evident that things have by no means gone as planned by Great Britain. Until our representatives return home it will not be possible to establish a clear picture of what went wrong and, In any case, this is not the moment to conduct a post-mortem. Rather is it one to congratulate the winners on their success, to compliment the organisers on what seems to have been a difficult yet fair trial and to commiserate with those who found that their luck was Out.“

Photo – Conditions at the start of Saturday’s run are depicted above. Reflected in the waterlogged ground, spectators and officials see the riders off on their third day’s journey ISDT 1952 (Speedtracktales Collection)

Read the full report of the event in ‘Motor Cycling‘ at our issuu.com library here

Photo – The Czechoslovakian team, winners of the 1952 International Trophy. With their 250cc Jawa two-strokes are #177 Jan Novotny, #169 Jiri Kubes, #148 Richard Dusil. Circled are (left) Cenek Kohlicek and right Jaroslav Pudil, the two 150 cc CZ-riding members of the quintet ISDT 1952 (Speedtracktales Collection)

Photo – F Bracher (350 Jawa) of Czechoslovakia, riding above the clouds, near the top of the Gross Glockner Pass. ISDT 1952 (Speedtracktales Collection)

Photo – JR Hebden (498 Triumph) in a Christmas card setting near Randstadt, in the Tauern Pass area. ISDT 1952 (Speedtracktales Collection)

Photo – British Trophy teamster Jack Stocker (692 Royal Enfield) leads a rival down a track in the Mandling District which typifies the terrain in the trial. ISDT 1952 (Speedtracktales Collection)

Photo – Sunday morning sunshine in Bad Aussee speeds Jim Alves (649 Triumph) on his way to fight for the Trophy. ISDT 1952 (Speedtracktales Collection)

Photo – German sidecar expert M. Klankermeier (BMW) takes a corner in Admont. ISDT 1952 (Speedtracktales Collection)

Photo – A Puch pütsch! Karl Zührer lifts his front wheel as he and Edi Platzer ( Austrian Vase ‘B’ Team) make up time on a by-road in Admont ISDT 1952 (Speedtracktales Collection)

Photo – P Carissoni (124 Rumi), of Italy, passes a picturesque Tyrolean wooden ‘music-box’ building in admont village. ISDT 1952 (Speedtracktales Collection)

Photo – HJ Marriott (490 Norton) effectively framed on a road in Mandling while and elderly villager watches the trial go by. ISDT 1952 (Speedtracktales Collection)

Photo – Member of the Cezechoslovakia Trophy team, Jiri Kubes seen during Sunday’s run. His mount is a 250cc Jawa two-stroke. ISDT 1952 (Speedtracktales Collection)

Photo – Former captain of the British Trophy team and veteran ISDT competitor Fred Rist, a member of the Birmingham MCC club team of BSA riders. ISDT 1952 (Speedtracktales Collection)

Photo – Germany’s famous TT Winner, Georg Meier (500 BMW) representing the Fatherland in the competition for the Silver Vase. ISDT 1952 (Speedtracktales Collection)

Photo – This year’s British Trophy Team ‘Skipper’, Hugh Viney piloting his 500cc ‘Springtwin’ AJS over a rough section of Sunday’s route. ISDT 1952 (Speedtracktales Collection)

Photo – L. van der Noll of Holland (590 BMW sc) begins the climb of the Steinberg Pass followed by his compatriot, BP Emmelkamp, on a 597cc Zündapp outfit. ISDT 1952 (Speedtracktales Collection)

Photo – So this is Austria, in September! The Dutch 499cc BSA rider M.Rodenberg leads Phil Mellers (498 Ariel) through the street of a snow clad village on Saturday. ISDT 1952 (Speedtracktales Collection)

Photo – And now the sunshine! On the lower slopes of the Steinberg Pass, British Army rider #222 Sgt FW Gamwell (498 BSA) catches up Austrian Hans Waska (148 Puch). ISDT 1952 (Speedtracktales Collection)

If anyone has a copy of the post mortem or can comment on what happened that gave the GB Trophy Team the prodding it needed to go back and win the Trophy in ’53 please do let us know.

We now have a map … not sure when I will have time to start making a digital version. Let me know if anyone has any better information please.

Image – The routes followed in each of the six days of the trial. The numerals indicate the particular sections used on individual days. ISDT 1952 (Speedtracktales Collection)

Image – scanned map of course ISDT 1951

Image – scanned course map of ISDT 1951

This list of places along the route was released in an article in ‘the Motor Cycle‘ 19 July 1951.

THE MOTORCYCLE, 19 JULY 1951

International Six Days’ Trial  September 18 to 23

Routes for the International Six Days’ Trial have now been issued. The event is to be held in Italy from Tuesday, September 18, to Sunday, September 23, with Varese as the headquarters. On the fourth day, the Friday, there will be a night run, just over 100 miles in length. Total mileage of the route will be approximately 1,220 plus the high-speed test, which will be at Monza autodrome.

Tuesday, September 18.-
Varese. Gallarate, Ponte di Oleggio, Oleggio, Mezzomerico, Suno, Cressa, Fontaneto, Cavaglio, Ghemme, Romagnano Sesia, Serravalle Sesia, Bornate, Crevacuore, Sostegno, Curavecchia, Brusnengo, Curino, Ponzone, Croce Mosso, Strona, Cossato, Mottalciata, Messazza, Salussola, Cerione, Zimone, Viverone, lvrea(refreshments), Borgofranco, Andrate, Notro, Graglia, Occhieppo, Biella, Oropa, Rosazza, Andorno, Comandona, Trivero, Coggiola, Crevacuore, Borgosesia, Grignasco, Boca, Maggiora, Borgomanero, Gattico, Sesto Calende, Angera, Ispra, Besozzo, Gemonio, Cittiglio, Varare, S.Antonio, Nasca, Porta Valtravaglia, Muceno, Bedero, Roggiano V.,Travaglia, Brissago, Mesenzana, Rancio, Brinzio,Varese. Mileage, 236.

Wednesday, September 19.-
Varese, Sesto Calende (autostrada), Arona, Dagmente, Gevio, Nebbiuno, Massino, Bivio Gignese, Levo, Baveno, Fondo Toce, Biono, Trobaso, Intra, Premeno, Trarego, Cannero, Cannobio, Santa Maria Maggiore, Domodossola (refreshments), Gravellona, Omegna, Pogno, Gozzano, Miasino, Gignese, Stresa, Arona, Castelletto, Ticino, Varalio Pombia, Pombia, Oleggio, Ponte Recino, Vizzola, Somma L., Arsago, Besnate, Jerago, Solbiate, Carnago, Gornate, Castiglione Olona, Bizzozzero, Varese. Mileage, 217.

Thursday, September 20.-
Tuesday’s route in the reverse direction. Mileage, 236.

Friday, September 21.-
Varese, Cantello, Cagno, Albiolo, Gaggino, Trovano, Drezzo, Pare, Cavallasca, San Fermo, Breccia, Camerlata, salita Madruzza, Bivio Tavernerio, Montorfano, Intimiano, Cantu, Fecchie, Alzate, Bettolino, Alserio, Erba, Crevenna, Ponte Lambro, Caslino d’ Erba, Asso, Sormano, Dicinisio, Colma S. Pietro, Piano Tivano, Zelbio, Nesso, Bellagio (Loppio), Bellagio (Visgnola), Onno, Malgrate, Montemarenzo, Cisano B., Pontida, Cerchiera, Almenno S. Salvatore, Sedrina, San Pellegrino, S. Gerosa, Brembilla, Sedrin, Villa d’Alme, Bergamo (refreshments). Mileage, 143 Nightrun Bergamo, Lecco, Colico, Menaggio, Como, Varese. Mileage, 102.

Saturday, September 22.-
Varese, Ganna, Bedero, Valcuvia, Cunardo, Grantola, Bosco Valtravaglia, Castendallo, Sette Termini, La Neve, Cugliate, Marchirilo, Arbizzo, Viconago, Cremenaga, Voldomino, Luino, Germignaga, Bedero, Valtravaglia, Brezzo, Ticinallo, Monte S. Michele, S. Antonio, Arcumeggia, Vergobbio, Cittiglio, Gavirate, Varese, Tradate, Mozzate, Lurago M., Lomazzo, Cermenate, Cantu (refreshments), Mariano C., Carugo, lnverigo, Lurago, Bevera, Bolzago, Ello, Galbiate, Pescate, Malgrate, Onno, Visgnoia, Ghlsallo, Asso, Caslino d’Erba, Alpe la Salute, Albavilla, Tavernerio, Madruzza, Camerlata, Como (autostrada), Varese. Mileage, 211.

Sunday, September23.-
Varese, Ganna, Boarezzo, Borgnana, Cavagnana, Quasso al Piano, Besano, Viggiu, Cantelo, Malnate, Como, Brunate Clviglio, Ponzate, Solzago, Tavernerio, Erba, Pescate, Olginate, Olglate Calco, Calco Superiore, Sartirana, Merate, Cernusco, Arcore, Monza, (autodrome). Mileage, 76.

Thats all for now if anybody finds a map of the actual route please let us know otherwise all we can produce are maps based on these points mentioned and identifying the checks if known.

Hot news – ISDT 1948 Gold Medal rescued from Flea Bay. Unfortunately no information exists as to who the person awarded the medal was.

Photo – Gold Medal (front) ISDT 1948

Photo – Gold Medal (rear) ISDT 1948

If you were to ask many current followers of the ISDE what part they might take most interest in.. it will be the ‘Special Tests’ usually one Cross Country and one MX style each days is designed to sort out the wheat from the chaff of the sporting elite off-road motorcycle racers. Back in the early days of the ISDT the to hell or glory race was on the last day and if your national squad got through 5 days unscathed it would be the speed test, usually on a road race style circuit that the race was decided.

Back in the 1950′s it was clear the sport splitting from its roots of being an event to determine the greatness of the bike as the European Nations became more interested in the quality of the riders. However the paymaster of the event, the Motorcycle Industry, wanted to maximise the marketing value of winning the event. However as the global dominance of the British Bike industry started to wain, it was recognised for the sport to thrive required a new objective which was to measure the rider rather than the bike. The drive to this were the european nations however the greatest act to confirm this shift was from Britain’s Auto Cycle Union who supported the need to provide daily tests to identify the best riders as the event progressed.

Photo – “International” spirit: Welsh children cheer #225 J.H.L Lewis (246 Greeves) as he climbs a rocky section near Llandrillo on the fourth day. ISDT 1961

In 1960 the ISDT in Austria trialled a British idea of having two special tests a day to examine which riders where performing best rather than who was able to hang in to the pace set by the organisers. The trial worked and in 1961 the F.I.M introduced two mandatory special tests a day for the ISDT 1961. The fact this was driven by the British for a British hosted event where the home nation failed to excel is one of the most obvious milestones marking the ultimate demise of the British Motorcycle Industry within 15 years as this editorial from ‘the Motor Cycle’ of the 12 October 1961 alludes to.

“IT made a welcome change to be writing in the sunshine and among the mountains of Wales instead of in the office. Yes, I was having a few days on the “International” and enjoying every minute of it.

This was a better trial than we have had for 25 years at least. For one reason. The system of including two special tests a day in which riders earn bonus points has transformed the great battle of the nations. Gone is the ridiculous situation in which a number of teams lose no marks and have to be sorted out by racing for it in the in the speed test on the last day. Now, positions are established as the trial runs. We in Britain can take credit for the bonus-point innovation. For years the A.CU. (spurred on,I might add, by our own technical press)tried to sell the idea to the F.I.M. At the Garmisch I.S.D.T. in 1958 the seeds were sown during informal talks. A year later the A.C.U. laid on demonstrations of what was in mind during the F.I.M. Autumn Congress in England. Last year the tests were included as an experiment in the Austrian I.S.D.T. In Wales last week they proved themselves the most significant shot in the arm the trial had ever had.

What can I say about the tragic failure of our team in Wales? Just this: if Britain is going to win in future her manufacturers and riders will simply have to pull rather more out of the bag. I, personally, don’t attach so much importance to winning as I suspect most people do, but I would like to see everyone concerned trying a bit harder.“

The full report in the Motor Cycle of the 12th Ocrober 1961 can be read at our issuu.com library here

The images below are those featured in the full report

Photo – Before a big crowd, #207 Peter Fletcher (346 Royal enfield) of Briain’s Vase ‘A’ team, footslogs through deep mud on Friday afternoon. ISDT 1961

Photo- the West Germwns, winners of the International Trophy ISDT 1961

Photo – A panorama near Plynlimmon. The track is typical of many used in the trial. Swedish Trophy teamster B. Ekeberg (175 Husqvarna) is the rider. ISDT 1961

Photo – #146 T Magnusson (250 Husqvarna) of the Swedish Trophy team leads #142 Alf Hill (246 Greeves) through a stream at Blen y Glyn. ISDT 1961

Photo – #268 Brian Piggott (348 Matchless) followed by American #294 Bud Ekins (649 Triumph) on Friday afternoon. ISDT 1961

Photo – Victorious Czech Vase team. Left t oright are #33 A. Roucka (125 CZ), O. Chasak (125 CZ), manager M. Urban, #83 D. Miarka (175 CZ), A Zemen, and #47 F. Darebny (125 CZ). Though nominated, Zemen injured his arm in practise and did not start the trial. ISDT 1961

Photo – Swedish moto-cross star Rolf Tibblin enjoys a warm drink while waiting at the St. Hermon check on Tuesday. ISDT 1961

Photo – #31 Alan Kimber (175 Lambretta) leads Italian #67 G. Siani (175 Moto-Guzzi). ISDT 1961

Photo – Best individual performance of the week was made by #27 F. Vergani (100 Capriolo) seen here splashing through the water at Blaen-y-Glyn on the fourth day. ISDT 1961

Photo – The formidable #287 Gordon Blakeway of the British Vase team on his 490cc Tiger 100SS Triumph. ISDT 1961

Photo – #265 Tim Gibbes (347 A.J.S) of the British Trophy team. ISDT 1961

Photo – Star of the winning West German Trohpy team, Sebastian Nachtmann (590cc BMW) leading the field at Shobdon. ISDT 1961

Photo – East waits for West. #239 Edwin Kruse (346 Izhevsky) eyes the starters flag at the beginning of a timed hill climb. ISDT 1961

The ISDT restarted after the war and 1948 was the second year of the resurrection of the event with the British Trophy team victorious with Captain Allan Jeffries (600 Triumph), CN Rogers (350 Royal Enfield), Vic Brittain (350 Royal Enfield), Hugh Viney (500 AJS), and Jack Williams (500 Norton). I now have been lucky to set my hands on copies of both of the issues of ‘the Motor Cycle‘ covering the event which will shortly be posted via our issuu.com pages. However here is the course map for 1948 which we hope to use to digitise a map for the original route.

image – route map for ISDT from ‘the Motor Cycle‘ ISDT 1948

Recently arrived at the Speedtracktales Checkpoint central was the two issues of ‘the Motor Cycle’ of 16th and 23rd September 1948 with a full report on the opening of the ISDT 1948, which was held at San Remo, Italy.

The British Trophy Team. Left to right: C.N. Rogers (346 Royal Enfield); Allan Jefferies (498 Triumph), captain; J Williams (499 Norton); B.H.M. Viney (498 AJS); Vic Brittain (346 Royal Enfield) ISDT 1948

You can read both of the articles by following this link to our issuu.com library.

16th September 1948 – ‘the Motor Cycle‘

23rd September 1948 – ‘the Motor Cycle‘

The following summary of the event appeared in the editorial of ‘the Motor Cycle‘ 23rd September 1948

BRITAIN WINS INTERNATIONAL

Sweeping Victories In the Most Important Trial of the Year

WHlLE there have been International Six Days’ Trials over even worse road surfaces than those included in the event which ended last Sunday at San Remo, there has never been a more grueling event. The fact that 81 of the 151 who started retired during the week is a  commentary in itself. Any rider who retained a clean sheet and thus gained his gold medal can be very proud of himself. Not only has he shown outstanding skill,  but a high degree of courage.

The maker of his machine can be proud, too, because the “International” is a test  of destruction – just that. What makes it so is the average speeds demanded. Even the most famous riders in the world had the utmost difficulty in achieving the time schedule. They were riding beyond the safety limit over many of the 1,272 road miles.

Special congratulations go out to the British Trophy Team which, by losing no marks, won the contest among national teams easily, and to the manufacturers of their machines:- A. Jeffries (Triumph), C.N.Rogers (Royal Enfield), V.N.Brittain (Royal Enfield), B.H.M.Viney (A.J.S.) and J.Williams (Norton). No fewer than seven nations competed for this coveted  award.

Efficient Organization

In the Silver Vase competition Britain, too, was the winner with her No.1 team which also lost no marks:- P.H.Alves (Triumph). C.M. Ray (Ariel) and W.J.Stocker (Royal Enfield). For this there were eight countries competing and no fewer than 15 teams.

In addition a British manufacturers’ team was one of the only two of such teams to finish without loss of marks and the British Sunbeam Club gained the first and second places in the club team contest. Of the 26 Gold Medals awarded to riders who completed the course without loss of marks, 11 of those medals were won by British riders and machines.

A word must be said, also, of the many who journeyed from England to help as team officials and assist our riders. Finally, congratulations to the Federazione Motociclistica Italiana whose organization of the event, while not flawless, was extraordinarily efficient having regard to their being given the task only some four months ago.

The below images of the riders and event appeared in the two articles covering the opening day and the full event report

Photo – Charlie Rogers wheels his 346cc Royal Enfield [GWP 369] outside the British riders’ depot. Others to be seen are Allen Jeffries, team captain, and Len Heath, team manager. ISDT 1948

photo – An “International” competitor of long standing – Dr R. L. Galloway (Triumph) ISDT 1948

photo – At the weighing-in on Monday. Press wallet in hand, the Editor, Mr Arthur B. Bourne, looks at A.F. Gaymer’s Triumph [HHP 92]. Peering straight into the camera is G. Eighteen. ISDT 1948

photo – British ‘A’ Vase team. Left to right: W.J. Stocker (499 Royal Enfield); C.M.Ray (497 Ariel); P.H. Alves (498 Triumph) ISDT 1948

photo – the British Vase ‘B’ team #140 F.M. Rist (348 BSA) [JOE 74]; J Blackwell (499 Norton); A.F.Gaymer (498 Triumph) ISDT 1948

photo – fresh from his victory in the Grand Prix des nations last Sunday – #107 M. Masserini with his 250cc Gilera. ISDT 1948

photo – Trophy team reprseenting Czechoslovakia, last year’s winners. The riders are, left to right, C. Kohlicek (125 CZ), J Pastika (125 CZ) V Stanislav, R. Dusil and J. Bednar (250 Jawa machines)

Images from the issue of ‘the Motor Cycle‘ 23 September 1948

photo – Fred Rist of the British International Silver Vase Team No2 swings his 499cc B.S.A. in towards the table at Montalto Ligure time check twelve miles from Molini di Triora. ISDT 1948 (Speedtracktales Collection)

photo – W.J. Stocker (499 Royal Enfield) tries to pass J.Decat (350 F.N. on the rough Perinaldo ISDT 1948 (Speedtracktales Collection)

photo – #125 M. Barrington (499 B.S.A) [JOE 207] Ireland and #126 A.F. Gaymer (498 Triumph) Britain, about to be started by Count Albert Bonacossa ISDT 1948 (Speedtracktales Collection)

photo – A scene that will evoke momories among D.R.s (Dispatch Riders – Ed) who served in Italy. The terraced hillside is a typical Northern Italian panorama. #118 Hugh Viney (498 A.J.S) of the British Trophy team, is just leaving the check. ISDT 1948 (Speedtracktales Collection)

photo – Time check in a mountain setting on the way to Carpasio. The rider is J Roest (495 B.S.A twin), a member of the Dutch Vase “No. 2″ team. ISDT 1948 (Speedtracktales Collection)

photo – Jack Stocker (499 Royal Enfield). British Vase “No. 1″ team searches for his card at a check. ISDT 1948 (Speedtracktales Collection)

photo – The tropical-like background to the check at Albenga, with J. C. de Wit (125 Eysink), Dutch Trophy team, at the table. Other riders are waiting their turn to check in. ISDT 1948 (Speedtracktales Collection)

Photo – Bend after bend – and a surface worthy of observation in a one-day trial. Yet a high average speed had to be maintained over such going. The rider is A.J. Blackwell (Norton) of the British No 2 Vase Team. (Speedtracktales Collection)

photo – T.U. Ellis (Royal Enfield) lost one mark on time when he had a puncture. ISDT 1948 (Speedtracktales Collection)

photo – A general scene typical of the Ligurian Alps. Villagers come from near and far to watch the competitors in this trial of trials. ISDT 1948 (Speedtracktales Collection)

photo – The coast route in the Riviera di Fiori passes through scenes of breathtaking beauty. But H.R. Taylor (998 Vincent-HRD sc) and his passenger have little opportunity to appreciate it. ISDT 1948 (Speedtracktales Collection)

photo – A Crash-hatted competitor ducks under the barrier at a level-crossing on the main Genoa railway line. Competitors are helped in this way while ordinary traffic was held up. ISDT 1948 (Speedtracktales Collection)

photo – S.F. Board (988 Vincent-HRD) and D.B. Williams (A.J.S), two private British competitors, at the time check in Alassio. As everywhere, British machines were closely inspected by the spectators. ISDT 1948 (Speedtracktales Collection)

photo – J. Williams (Norton) and V.N. Brittain (Royal Enfield) [GWP 366), two members of the victorious Trophy team. Between them is P.H. Alves (Triumph). ISDT 1948 (Speedtracktales Collection)

In the 7th September 1939 issue of the Motor Cycle, the editor of the magazine A. B. Bourne who had been in Germany covering the ISDT 1939 event published an article titles ‘My Week in Germany’ giving his impressions of the events that occurred shaping the history of this notorious sporting occaision.

See the original article in our issuu.com library here

My Week in Germany – A.B. Bourne – Editor the Motor Cycle

To review the International Six Days after all that was written in last Thursday’s issue would be superfluous. Everyone knows what happened and how on Friday, the fifth day, the British contingent withdrew from the trial, left Salzburg and hurried to the Swiss frontier and home.

Photo – Miss Marjorie Cottle (249 Triumph), chatting with Obergruppenfuhrer Kraus, president of the International Jury, at the check at the top of the Grossglockner. Miss Cottle made a magnificent performance in the trial ISDT 1939 (Speedtracktales Collection)

It is probably difficult for anyone not among the party to realise how cut off the British contingent was from knowledge of what was going on between the capitals of Europe. All at Salzburg sensed that there was a crisis, but how grave it was none knew. As we said in our description of the trial, the German papers revealed little, those British papers available were two days old, and wireless reception of the English news bulletins was next to hopeless.

Of course, there were many who started in the trial with little idea of what a modern International means. Somehow or other the impression that these trials are merely high-speed tours in glorious country still seems to exist. The facts are, as we have tried to convey in describing the event, that the modern trial as held in Germany is an Alpine Grand Prix with sections just about as bad as any included in British sporting trials.

Whether the hundred and more British riders, passengers and camp followers would have remained right until the Friday had they been aware that the bulk of the International Press had left Berlin on the Tuesday evening, is a question that cannot be answered. The Press do not hurry out of a country without very good reason. As it was, however, the riders’ job was to carry on until told to leave. This they did magnificently.

Looking back on the necessarily anxious days one cannot help smiling at the recollection of what happened on the evening the German-Russian pact was announced – how Germans came along to Englishmen, shook them by the hand and said joyfully, “Now we shall have peace!”

Photo – Zero hour! A batch of competitors waiting on the starting line at Salzburg for Major Watling to give the signal to set off on the day’s run. Left to Right are C.N Rogers (246 Royal Enfield, of the British “B” Vase team, H Kirchberg (343 DKW) and George Rowley (347 AJS) of the British Trophy Team. ISDT 1939 (Speedtracktales Collection)

On Thursday, just before midnight, the decision was reached that the British contingent should make for the German – Swiss frontier by the shortest route. Colonel Bennett, who had no instruction from the War Office, decided that the Army teams should remain. What happened in this case was simply that the official intimation that he and his men should return was delayed en route. When it did arrive they, too, left for Switzerland. All this is past history, and instead of reviewing the trial as such I will endeavour to record a few personal impressions.

We have already paid well deserved tributes to the riders. I watched them at many points, sometime on the “stickiest” sections of all. Our Trophy team was outtanding. Never once did I see a Trophy man thrashing his machine, nor did I see any of the four taking a risk. The un-flurried way they forged ahead on, say, the St. Kolman section, the worst on the second day, and seemed, almost without thought, to miss all the obstacles that might damage their machines, evoked my wholehearted admiration. On the Großglockner they were again outstanding. Whereas many riders thrashed their engines and scrambled round the fourteen hairpin bends, our Trophy team gave the most polished display one could possibly imagine. A phrase I heard several times was, “You can always tell a Trophy team man.” This remark was made by Germans as well as Englishmen.

Three years ago, when the International was last held in Germany. I was impressed by the general standard of riding, particularly by the way the Germans handled their B.M.W.s and Zündapps in the rough. This time, perhaps because of some of the going was as bad as that of an exceptionally difficult English half-day trial, the riding did not seem to me to be nearly so good. The British riders on the average were easily supreme in the mud and over the rocks. The Italians, for the most part, were unhappy. A number had little idea of how to tackle such hazards, and seemed to keep to time by averaging inordinately high speeds on the road portions. Seldom have I seen riders thrash their machines more.

Of course, there were many who started in the trial with little idea of what a modern International means. Somehow or other the impression that these trials are merely high-speed tours in glorious country still seems to exist. The facts are, as we have tried to convey in describing the event, that the modern trial as held in Germany is an Alpine Grand Prix with sections just about as bad as any included in British sporting trials. One, in my opinion, was worse than any I have previously encountered in a trial either in Great Britain or abroad. And this, it has to be remembered, had to be ridden against the watch. The trial is an event suitable only for the most experienced – one that taxes even such men as Alan Jefferies, Vic Brittain, Len Heath and Co. Perhaps the most amazing show of all was that of Miss Marjorie Cottle, who rode magnificently.

Photo – Much rough going was included in the course. Here is a glimse of a Swedish rider, B. Nilsson (498 Zundapp) and, appearing rather unhappy, an Italian, E. Scatolini (493 Guzzi) dropping down a section of loose stone ISDT 1939 (Speedtracktales Collection)

Friendly Helpfulness

My experience, which was shared, I believe, by all the British contingent, was that never have I met with greater kindness on a Six Days held on the Continent. An insight into the friendly helpfulness of one competitor towards another was given in our description of the trial. The little incidents related were of a type that occurred on numerous occasions, and I, although not a competitor, received the same sort of friendly welcome and treatment. For instance, one would stop at the roadside to take notes; the chances were that before minutes had passed an NSKK man (i.e., a member of the German national motor corps)or a spectator would endeavour to enter into conversation and offer a cigarette. Then there was a case of my being at a point not marked on my map. The NSKK man on duty misunderstood my request that he should indicate on the map the exact point at which we were standing; he proceeded to tell me where the course led and what it was like. Nearby was an officer who, realising that I was not getting the information I wanted, stepped forward and straightened things out.

Often at the time-checks there were refreshments provided by the villager or townfolk. I owe a special debt to the Press bureau who, besides being ever helpful, went right out of their way providing us with an Army dispatch rider to go specially to Munich, 90 miles away, with copy and negatives for the ‘plane to London.

My 2,000 and more miles on Continental roads caused many impressions -one rather a lasting one concerning saddle and modern riding positions! Apart from the German autobahnen I came across no sections of road, excepting a few kilometre, that were to be compared with the average British road in surface. To arrive back on British roads gave me the same feeling of “Heaven at last!” that I felt when I touched my first stretch of autobahn near Munich. We in this country may grouse about our roads, but we have little to grumble about so far as surface is concerned – only their inadequacy for the amount of traffic and their dangerous nature.

Photo – Raneiri (500 Sertum) rounding a hairpin high up in the Alps ISDT 1939 (Speedtracktales Collection)

Early this year a comment about German roads was that while the autobahnen were certainly magnificent highways, work on the other road seemed to have ceased and they were becoming worse than ever. This remark was made to Herr Hitler at the Berlin Show, who replied “That can be altered!” Thus it was interesting to find on my trip to the International and back that in many places – even in the Alps -immense reconstruction work was being carried out.

As usual, I could not help marveling at how easy Continental touring proves. I met two lads with a sidecar outfit. They were touring France, had no knowledge of French, but had been getting on famously. Then there were two owner of James “Auto-cycles” on a really ambitious tour.

Simple though foreign touring formalities are, they could, and should be made more simple. The papers I had to fill up reminded me of a passport application form in their complexity. As for passing through Customs, why should entering France from Britain or vice versa be such a business when at nearly every other frontier post one is through in a matter of minutes?

Photo – At almost every corner throughout the trial there were NSKK men on point duty. The riders are H Lodermeier and H luber (494cc B.M.W.s) Note the dust, which was such a feature of the trial. ISDT 1939 (Speedtracktales Collection)

Enticing Tracks

Many things interested me in France. Perhaps the most notable was the way English folk were made welcome. Everywhere people went out of their way to be friendly and helpful. Even gendarmes, who blew whistIe at you when you exceeded the speed limit, did no more than indicate that you should go more slowly! One final point: On many occasions in Germany I saw enticing tracks Ieading off the highway – tracks running up the hilIside or through woods, and just the thing for the lad who enjoys a little rough-stuff. But it was no good, since all (or nearly all) were marked with signs indicating that they were closed to motor cyclists. It is strange that this should be so in a country where they have been trying to do much to encourage Motorcycle and motorcycling.

Photo – ISDT 1939 (Speedtracktales Collection)

In the same issue the well known Motorcycling journalist of the paper ‘Nitor’ wrote the following summery of the final race for the border by the Army riders and British support crews

Car drivers took turns at the wheel; motorcyclists every now and then sent up showers of sparks as they dozed off and their footrests touched the ground to wake them up again

Army’s Ride

JUST imagine some 30 British soldiers passing through a troop-infested part of Germany at midnight!This is what happened to British Army teams on the way back from Salzburg and the International. Seldom has there been such a nightmare ride. What had occurred was that the telegram instructing the Army teams to return did not arrive until about noon on the Friday. At that time Colonel Bennett and A.E. Perrigo, the B.S.A. team manager, were having a swim, while the Army riders were naturally out on the course completing the fifth day’s run.

More Miles

IMMEDlATELY the men arrived at the finish they were told to fill up, checking that they had credit for covering the day’s run and then, instead of going into the marquees used for storing the competing machines, turn round and ride into Salzburg. Having covered 261 miles of trials course that day the men had to get ready and set off on a 250-mile ride to the Swiss frontier-this when almost all they wanted in the world was to get to bed.

Nazi Send-off

AT the Hotel Pitter there was an official send-off with Korpführer Huhnlein saying good-bye and expressing his great appreciation of the British Army teams’ sporting spirit. About 5p.m. the contingent set off escorted by Colonel Grimm, who decided that the party should go by autobahn to Munich and thence to Bregenz and the frontier. The few civilians who had remained at Salzburg joined up with the party.

Almost Asleep

ALL went well as far as Munich, except that already the dog-tired riders were fighting against falling asleep in their saddles. At Munich there was a stop for food. In addition, one of the civilians became lost and the Army folk had his Custom papers! Troops were encountered by the thousand. Some 30 miles from the frontier the party was stopped, and it needed all the German colonel’s arguments and waving of his official papers to get the party through; without him the British contingent would undoubtedly have been held up

Photo – The editor with his Triumph Twin after crossing the border into Switzerland. In the foreground, alongside a Condor machine is a kindly Swiss Hotelier who helped the Editor change a fork spring. ISDT 1939 (Speedtracktales Collection)

All Through

BY this time the whole party was just about asleep. Car drivers took turns at the wheel; motorcyclists every now and then sent up showers of sparks as they dozed off and their footrests touched the ground to wake them up again. Happily there were no casualties. Seldom have men been more thankful than when at last they were over the frontier and able to get to bed. The papers of the missing civilian were left at the frontier and all other frontiers posts advised of the fact by Colonel Grimm. Later it was reported that he, too, was safely through.

Photo – ISDT 1939 (Speedtracktales Collection)

The story of the Lambretta Rallymaster as used by Alan Kimber in the ISDT 1961

via Bike number 31 The TV175 Alan Kimber Rallymaster Replica, as used in the 1961 ISDT.

The 31 August issue of ‘the Motor Cycle’ carried a 12 page article on the ISDT that never was. Possibly heralded as being the best ISDT of all time, on paper the potential obsessive stage management by the German Nazi regime looking to impress foreign powers of its greatness could well have put on the best event ever. The grant finale of the event rather than a speed test was to be a scramble and surviving vide owe have seen shows it to be a quite remarkable event in its severity of technicl difficulty for the tie. However from arrival at the venue the event was beset with problems, firstly to all it appeared the Germans had been expecting the event not to happen at all, so preparations had been rushed and not complete. Despite a lot of man power being committed there were at times fuel shortages and the German officials tried modifying the traditional rules as the event progressed. The going on the other hand was not far off the most extreme the riders had ever seen, not just because of the Alpine setting in North Austria but also the extensive use of unmade tracks across pine forests that had in cases been cleared just for the event. The event withered for many competitors to a dead stop before the final day after Germany declared a pact with Russia that resulted in the division of Poland and was going to lead to the beginning of the second world war. Even though the Germans finished the six days it was a result devoid of competition and so after the end of the war the FIM annulled the results so the Trophies were never awarded.

photo – top left Miss Marjorie Cottle (249 Triumph) follows K Pogner (248 Puch) through a village typical of the area. Bottom left- Fuscher Törl, a check amid the summer snows high up the Grossglockner pass. Right – A loose narrow winding track where time is easily lost: Sgt JT Dalby (490 Norton) kust behind Forstner (490 BMW) ISDT 1939 ( Speedtracktales Archive)

read the full event report in ‘the Motor Cycle’ at our issuu.com library here

The greatest of all International Six Days Trials, that held in Germany last week, was virtually brought to an end last Friday. The cause, needless to state, was the European situation. In Salzburg information as to what was really happening was scrappy in the extreme. The German papers revealed little; those British papers available were two days old; wireless reception of the English news bulletins was next to hopeless.

Scraps of information, garnered in this direction and that, made it obvious on Wednesday, the third day, that there was growing tension between the nations. Was it wise for the British and other contingents to stay? None knew. Maps were examined to determine the quickest way to the frontier. Telephone calls were put through to the Consulates. It was learned the situation was grave, that French nationals had been warned to leave Germany; that as of yet there was no similar advice to British subjects.

Photo – A bullock cart awaits while T Mooney (497 Ariel) passes through the village. ISDT 1939 (Speedtracktales Archive)

The decision was that the British contingent should carry on with the trial. Both the British Trophy team and the ‘B’ Vase team had clean sheets. All would start, and if the news the following morning was such that it was imperative to leave Germany, an endeavour would be made to get the information through to the lunch stop, which was nearly half the way to the Swiss frontier.

Photo – A group of British competitors pose for the camera amid the grandeur of the Grossglockner scenery. #163 is JJ Booker ( Royal Enfield) and #166 Colin Edge (347 Matchless). Behind the latter is AB Bourne the editor of ‘the Motor Cycle’. ISDT 1939 (Speedtracktales Archive)

All Thursday there was a search for news. A little before midnight a decision was reached: the British riders would leave for Switzerland early the following morning Lr-Col. Bennett, in charge of the three British Army teams, having no instruction from the War Office, decided that his men should carry on. Later they too left for the Swiss frontier.
The trial, which promised to be the most strenuous held, was virtually at an end.

Photo – A good idea of the difficulties that the sidecar competitors had to face can be obtained from this picture of #44 K Döbereiner (750 BMW sc) tackling the run into Sudetenland. ISDT 1939 (Speedtracktales Archive)

Friday and Saturday

British riders leave for Home: The trial goes on and Germany wins

Early on Friday morning the British contingent , with the exception of the Army riders and four others, collected their machines and packed up. There were a few dissentient voices – people who wished t ostop. The vast majority, however, once they heard the contents of the telegram received by Major Watling, realised that the sane course was to leave the country, doing so by the shortest route to the Swiss frontier.
At 6 am the huge calvacade was off, bound for Innsbruck, Landeck and Feldkirch. This was earlier than the German officials had anticipated. The petrol lorry was fixed for 8 am and obviously would be slower than the motor cycles and cars of the British contingent. Hence the petrol arrangements seemed valueless, and in addition there was no escort car. Although many would without doubt, be able to get to the border without having to fill up, this would by no means apply to everyone, so Major Watling, in company with ‘the Motor Cycle’ representatives Mr Geoffrey Smith (Managing Editor) and Mr Bourne (Editor) searched around Salzburg to ensure there was petrol available near the Tyroler Hof, Innsbruck. This was duly arranged and Innsbruck advised by telephone.
The Bentley car with Mr Geoffrey Smith and Major Watling aboard and Mr Bourne and his Triumph Twin then followed the route taken by the British contingent to act as whippers-in in case any one had trouble.
All went well. Petrol was available at Innsbruck and , incidentally, at one or two pumps on route. The only trouble was a cloudburst encountered near the Arlberg Pass, which soaked many of the riders.
At the Customs, just after Feldkirch, the officials in charge were helpful in the extreme, and all were through and safely over the border into Switzerland in a matter of minutes.
The majority stayed at a village a few miles further on. Here people were kindness itself in finding rooms, and even – at the little hotel where the main contingent pulled up – in hurriedly producing bottles of local wine “on the house”.
Considerable surprise was expressed by members of the British teams that four British Competitors should have stayed behind. Later these and the Army men also left Germany and crossed into Switzerland.
The trial, which in our guide a fortnight ago was called “The Trial That Is Different” was proving very different. It was continuing on, but with a depleted entry and much of it without international flavour.
For the Trophy contest there remained Germany and Italy. The latter had lost marks earlier in the week. Germany too was to loose marks – 30 as against Italy’s 43. Thus there was no race over the scramble course to determine the destination of the Trophy: Germany won on points.
For the Vase, however, there was a tie, and the result of the scramble was that Germany ‘A’ won with no marks lost and Italy ‘A,’ also with no marks lost were the runners up. The Hühnlein Trophy was won by DDAC ‘A’ (no marks lost) with the SS ‘B’ team (no marks lost) as runners-up. The DDAC (Munich) won the club contest for the Bowmaker Trophy.
Thus in a disappointing fashion the 21st trial of the series came to an end.

Photo – A typical scene at a check with Nazi’s operating the control and a policement looking on #6 is Capt GM Barry of the British Army Norton Team. ISDT 1939 (Speedtracktales Archive)

Photo – Typical of many villages through which the trial passed was Hof, seen above. The machines are lightweights – a Puch and a DKW – ridden by #250 P Günther and #233 G Sandküler. ISDT 1939 (Speedtracktales Archive)

Photo – under the eyes of many other important officials, Major Watling gives a starting signal to #131 BQMS E Smith (347 Matchless), and #130 G Dotterweich (342 Victoria). Behind is #135 GE Rowley (347 AJS) of the British Trophy Team ISDT 1939 (Speedtracktales Archive)

Photo – Near the top of the Grossglockner Pass, with the ‘Fuscher Tori’ mountain hut in the background. The competitor is #177 A Weber (242 NSU) ISDT 1939 (Speedtracktales Archive)

Photo – This party of Hitler Youth and Nazi officials found this a pleasant spot from which to watch the trial. ISDT 1939 (Speedtracktales Archive)

Photo –  Good roads again at last, and not far from the end of the tiring first day’s run. L Heath (497 Ariel) leaves the rough stuff behind at Vöklm. ISDT 1939 (Speedtracktales Archive)

Photo – #52 Allan Jeffries (498 Triumph) wearing his usual cheery smile and #53 S Lück (494 BMW) pose for the camera while officials stamp their time cards. ISDT 1939 (Speedtracktales Archive)

Photo – This stone hut situated at the summit of the Grossglockner Pass marks the end of the great climb of nearly 8000ft. Inside the building is a tablet to the memory of those whose enterprise it was. ISDT 1939 (Speedtracktales Archive)

Photo – Where a sidecar is more stable than a solo. #229 H Zuur (600 BMW sc) has to wait to allow #217 L Wohlfahrt (245 Zundapp) to regain an even keel after a fall on the loose stones of the ‘road’. ISDT 1939 (Speedtracktales Archive)

Photo – Near the summit of the Grossglockner, where every tourist stops to admire the magnificent mountain views which are on every hand. ISDT 1939 (Speedtracktales Archive)

Photo – This is not scramble picture, but merely a shot of the rough going that the international competitors had to tackle. Leading the group are #34 HR Taylor (977 Ariel sc) and #43 J Ramieri (500 Sertum). ISDT 1939 (Speedtracktales Archive)

Photo – the wild beauty of the Grossglockner Pass with its magnificently engineered road is seen in this view from one of the resting places provided for the tourists – but not for competitors in the trial ISDT 1939 (Speedtracktales Archive)

Photo – B Nocchi (500 Guzzi) ploughs his way through the mud that was encountered in the woodland section after the check at Ungenach. ISDT 1939 (Speedtracktales Archive)

Photo – #27 Len Heath (497 Ariel) and #20 HN Toomey (498 Panther), the latter disguised by a crash helmet have a few moments to enjoy the sunshine and a cigarette while waiting their turn to enter the check. ISDT 1939 (Speedtracktales Archive)

Photo – Miles of rough tracks passing through magnificent wooded country were the feature of Tuesday’s run. Here is L Ridgeway (496 BSA) going hard to arrive at the St. Koloman check on time. ISDT 1939 (Speedtracktales Archive)

I have been slowly sifting through the images found over xmas on the Stilltime Collection website having built a database so I can collect all the details the images allow and then linking those facts to information we hold across the site on the people bikes and places.

The image below of a group of men taken around two of their motorbikes including a Matchless and Triumph with a UK Vehicle Registration MX 621 makes it is likely these are part of the British contingent at the event and has been identified as being taken at the ISDT 1935.

British riders with Matchless and Triumph 500 BMX 621 at ISDT 1935

link to image at stilltimecollection.co.uk

Obviously all dedicated British ISDT enthusiasts and if anyone can help identify any of the persons in the photo we would be so grateful.

Whilst googling on the internet for BMX 621 by chance we found that a log book for the bike still existed from 1937 for the bike was recently sold on eBay which indicates the bike was first registered  13th April 1935

Image – log book for Triumph 500 BMX 621 – front

Image – log book for Triumph 500 BMX 621 – rear

The Bike given a model ID 5/10 had the frame No. F2910 and engine No. 10/55/4

The results list the GB entered Triumphs as

#4 – H S Perrey 549cc – Factory Entry
#45 – J Robbins 249cc – Factory Entry
#179 – A Jefferies 493cc – Factory Entry
#212 – J M Allen 493cc – private entry
#223 – RC Yeates 493cc – MCUI
#235 – JH Preen 493cc – private entry
#246 – AA Sanders 493cc – private entry

If anybody reading this can help provide more information on the history of BMX 621 we would love to hear from you.

Photo – official event logo ISDT 1974

Our frequent contributor Brian Catt has sent this request – “Marcello Grigorov has just contacted me with the news that he is writing the book of the 1974 ISDT.  I didn’t go to that event, so have no real info on it, but am assisting with tuning the British entry list (current list attached for correction/addition).”

If you are or know of any of the riders of the event can you draw their attention to this appeal for information – thanks

British Riders listed below.

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

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)