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

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

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1963 European Grand Prix HIstory - Postwar - 4-Page Vintage Motorcycle Article:
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1963 European Grand Prix HIstory - Postwar - 4-Page Vintage Motorcycle Article
Original, vintage magazine articlePage Size: Approx. 8" x 11" (21 cm x 28 cm) each pageCondition: Good
WORLD WAR II was over and thenations were faced with the taskof rebuilding. In Europe this task wasdifficult as most industrial areas hadbeen devastated. Slowly the nations re-built themselves and motorcycles wereagain coming off the production lines.In the Spring of 1946 the Federationof International Motorcyclists met andanalyzed the situation. If racing wasto flourish, a new set of regulationswould be required. None of the fac-tories could afford to race on the gran-doise scale of the pre-war days. Fundswould be limited and superchargers,benzol fuel, and complex machineswould be too expensive for the fac-tories.The new rules were simple andstraightforward, no supercharging, and72 octane “pool” gasoline was to beused. Engine sizes would remain thesame at 250, 350 and 500 cubic centi-meters.Many of the pre-war stars were stillaround but new names were to appear.These new competitors would needtraining so the “Clubman’s” race wasborn. The “Clubman’s” race was forstandard production machines whichcould be stripped of their accessories.This provided an inexpensive start forthe budding racers.In 1946 the stage was set and a fewraces were held in Ireland and Eng-land. Gone were the superchargedDKW, BMW, and Gilera-Rondine. Intheir place were the best pre-war un-supercharged models, the Guzzi, Veloc-ette, and Norton.The real beginning was in 1947when the Ulster, Swiss, Dutch, andBelgian Grands Prix were held alongwith the Isle of Man TT races. Gonewas German competition as the “Fath-erland” was on probation for a fewyears. Many factories did not reappearafter the war and the Rudge, Brough-Superior and New Imperial wouldnever be seen again.Norton and Velocette raced their pre-war models but from Plumstead camea new AJS. This new 500cc DOHCtwin was named the porcupine due tothe spike fins of the horizontally-mounted engine. Telescopic forks werefitted to the swinging arm frame.Originally a supercharger was to beused but this was dropped in deferenceto the new regulations.Moto-Guzzi produced the Albatross,a 250cc single with girder forks anda straight pipe exhaust. The model wasalso sold as a replica racer.A new name was to appear on theracing scene when Triumph announcedthat David Whitworth would race aprototype 500 twin. Spurred by ErnieLyons’ Manx Grand Prix win theprevious September, Triumph was tohave a go at racing. A Tiger 100 modelwas modified by fitting an alloy cylin-der and head from a wartime electricgenerating unit. A n experimentalspring hub was used and an 8" brakewas fitted to a telescopic fork.In the Senior TT Harold Danielland Artie Bell brought their Nortonshome in front of Peter Goodman andhis Velocette with Peter turning thefastest lap at 84.07 mph. On the con-tinent Omobono Tenni and his Guzzisingle won the Swiss GP with Nortontaking the other races to crown ArtieBell the champion.Velocette hopes were shattered whenBob Foster retired in both the SeniorTT and Ulster GP. Great things hadSLEEK production racer was the 1948 Grand Prix Triumph. The chrome gas tanktended to fracture and. was later replaced with a non-chrome version. FamedTriumph Spring Hub was employed, on rear wheel. At Daytona in 1949 Jack Hornled at record speed for 160 miles on a GP Triumph. A faulty ignition put him out.12311-6304-02