The Isle of Man (IOM) Tourist Trophy is one of the most white-knuckle motorcycle races on the planet. It also happens to be one of the most historic. This is a potted history on the Island race, from its launch, up to the start of the First World War. It is accompanied by some archive photos and videos that stir up the thrill and excitement of the iconic races.
1906 – the Foundation Year
The foundations of the TT start with the International Cup for Motor Cycles in Austria. It was attended by the Secretary of the Auto-Cycle Club Freddie Straight, Charlie and Harry Collier of Matchless, and Anglophile and French petrolhead – the Marquis de Mouzilly St Mars.
The hardcore motorcycle fanatics were sat on a train homeward bound from their expedition to Austria, when they discussed how they could strike a match back on home soil. In 1906 road races were out of bounds in the UK, but not so on the Isle of Man. In fact, the selection trials for the Austrian International Cup had been held on the Isle of Man… and so the vision of the consortium was born, and the word soon spread in motorcycle gossip.
The dream was made public by the editor of The Motor Cycle at the annual dinner of the Auto Cycle Club (ACC) on 17 January 1907. There would be a class for either single-cylinder, or twin-cylinder motorcycles, with fuel-economy limits, and rules were put in place for the inclusion of saddles, pedals, mudguards and exhaust silencers to replicate the tourers available on the market. The entrance fees were fixed at five guineas per machine for traders, and three guineas for private owners.
The course (the St. John’s Circuit) was close to 15 miles, and covered 10 laps in total. The motorcycles of the time were basic, unpredictable and hard to ride… couple this with dusty tracks with loose, rutted surfaces, this was no mean feat, and so the riders, and their machines had to be tough and durable.
The prize – a ‘tourist’ trophy, donated by the Marquis de Mouzilly St Mars, which featured a stylised version of Olympic God ‘Hermes’ by Giovanni Da Bologna as a silver figurine astride a winged wheel. The trophy, now 108 years old, is now presented annually to the winner of the IOM Senior TT race with its value described as priceless.
The Isle of Man TT in 1907 – Where it all Started
The maiden TT race was held on Tuesday 28 May 1907. The local press recorded that it was “bitterly cold with dense clouds and a bitter east wind”. Practice sessions took place early on in the day while traffic was still on the road, and it became apparent that the dry roads would produce a considerable amount of dust. The officials decided to spray sections of the course with an acid solution, which not only had no effect on the dust but also burned holes in the riders’ attire! The exercise was never repeated.
In total, 25 riders on an assortment of machines put themselves forward to race in what would turn out to be one of the most competitive road races in the world. In the single-cylinder class, the Collier brothers turned up with their Matchless-JAP machines, confronted by Frank ‘Pa’ Applebee on his Rex, and Frank Hulbert and Jack Marshall on their Triumphs. There was also competition from continental machines such as NSU, Minerva and Peugeot. In the twin-cylinder class, Rem Fowler competed on a 5hp Peugeot-powered Norton next to another 7 competitors.
Photo credit at the permission of vintagenorton.com
At 10am, the riders started in pairs in a time-trial format as they pointed their motorcycles up the dusty track towards Ballacraine. It was a dynamic race filled with theatre. Jack Marshall fell from his Triumph, there were mechanical failures, and Oliver Godfreys Rex caught fire. This is only a snippet of the drama, with half of the competitors in each field pulling out of the race.
The battle of the single-cylinders was competitive, with the Collier brothers and the Triumphs at the forefront. Marshall initially took the lead when his teammate Hulbert stopped to change a plug, but fell on the second lap where he had to continue with a twisted ankle. Charlie Collier then took over on his pedal-assisted Matchless (his brother Harry was forced to retire) and won the race in 4 hours, 8 minutes and 8 seconds at an average race speed of 38.21 mph. It was said that Collier used the pedals on his Matchless to his advantage, and the next year pedals were banned in a bid to avoid further dispute.
© Manx National Heritage (PG/0363/32)
The winner of the twin-cylinder class was Rem Fowler on his Norton at an average race speed of 36.21 mph. Fowler had to have multiple stops in the race to swap out inner tubes, replace the spark plugs, take up slack in his drive belt, and at one point had to wire up a mudguard and the advance/retard lever. Fowler had in fact decided to retire until a spectator told him that he was leading by half an hour from Billy Wells, and he subsequently went on to set the fastest lap of the race at 42.91 mph.
The Marquis de Mouzilly duly provided the magnificent trophy, and twenty-five pounds was awarded to the victor of each race, with £15 for second place and £10 for third.
The TT was an important component in the motorcycle movement, and raised eyebrows across the world. The Daily Mail referred to the event as “a very sporting race” and it was thanks to the chaps who had drawn up those plans in the twilight of a railway carriage the year before, that the ultimate road race was born.
A little more history of note. In 1907, Dunlop made its first foray into motorcycle racing, which marked a start of a relationship between the tyre company and the races. Dunlop had been a vet, but he was also a bit of an entrepreneur; after having to endure some bone-rattling journeys in his dog cart, he experimented with various methods to smooth out the ride, which included the air-filled rubber tyre. A patent was filed in 1888, the after demonstrating success in motorsport such as the TT, the company became the top dog in tyre production, establishing its own rubber plantations by 1910.
The Isle of Man TT in 1908 – Things Start to Hot Up
In 1908 the focus was back on the Isle of Man, which was now in the public eye.
“To private owners: Now that you are considering the question of your new machine, why not select one suitable for the classic event of the season and make a bid for the Tourist Trophy?”.
It had become apparent in the first TT race, that a bit of command and control was needed, as bikes hurtled around normal road traffic and avoided the occasional cow or sheep. Invitations for volunteers to act as course marshals were sent out, and these marshals were to then be enrolled as volunteer Special Constables (a tradition that continues to this day).
The use of pedals was out, which presented a real test for the motorcycles that had to climb the steep ascent of Creg Willey’s Hill without any human-assisted-power.
In total, 15 single-cylinder and 21 twin-cylinder motorcycles started the race in superb sunshine. Fabrique Nationale de Herstal (FN) sent two of their inline 4-cylinder shaft-drive Model F machines to the Island which were entitled to compete in the twin-cylinder race.
The Triumph-mounted Marshall (who had crashed out the year before) was back in top form, and determined as ever to beat Charlie Collier on his Matchless-JAP. Marshall crashed at Kirk Michael on the first lap and dropped back even further when he encountered a broken exhaust value and a puncture. Still, determined to beat the unbeatable Collier, Marshall really wound the Triumph up in the second half of the race and overtook Collier to win by two minutes with an average speed of 40.49mph.
So, Marshall first, and Collier second, but what about third spot. Well, this was taken by somewhat of an underdog. Captain Sir RK Arbuthnot was a sea captain of the Royal Navy, and at the age of 44 years, he joined fellow entrants for the start of the 1908 TT, donned in stout leather jacket, breeches, and a leather flying-helmet. The motorcycle of choice was a trusty Triumph. Captain Arbuthnot and his Triumph finished in a fine third place at an average speed of 38.22 mph, but it went to show that the races were for “every man and his dog”.
© Manx National Heritage (PG/7238)
The excitement of the second race really sealed the deal for the TT races on the Isle and Man, and the tabloids could barely contain their excitement as the Island Circuit became renowned worldwide as the place to push motorcycles to their very limits.
The Isle of Man TT in 1909 – the Year of the Updates
The familiar faces reappeared in the 1909 TT however there were some serious updates on previous years. The ACU decided to introduce constraints on the motorcycles, and more notably, combine the single and twin classes.
The singles, which had proved to be quicker than the twins in previous years were restricted to 500cc, while twins were limited to 750cc. It was a turning point as many of the early pioneers realised that the future of competition was with the twin-cylinders.
The ACU also decided to lose the compulsory silencers, which marked a breakout from motorcycles intended for the road, and firmly into the race scene.
Marshall continued to be a solid contender and led the pack on his single-cylinder Triumph; however he was soon caught by Harry Collier on his 738cc 6hp Matchless V-Twin, and the American Lee Evans on his 5hp Indian. Collier took, and held the lead as Marshall pushed his Triumph to the limit, which ultimately resulted in a blown valve. Collier won the race with a speed of 49.01mph, followed by Evans, and Billy Newsome on a 31⁄2 hp Triumph.
© Manx National Heritage (PG/0741/1)
It was a hard-hitting race, with only 26 out of the initial 54 starters crossing the finishing line. Of note, Giosue Giuppone became the first Italian rider to finish the race in twelfth place on a 476cc Peugeot.
The Isle of Man TT in 1910 – More Changes Afoot
The rules were modified once more in 1910. There were concerns about how fast the bikes were becoming, and so the officials in the Ivory Tower decided to reduce the capacity limit to 670cc. It was a cap that made next to no difference, as technology advanced and the bikes became more capable. In fact, the record lap was increased to 53.15mph by Harry Bowen on his BAT Twin (albeit he crashed out in the race).
W.H. Bashall (5HP B.A.T) on fire © Manx National Heritage (PG/0363/35)
The TT was really in full throttle as the course turned into a competitive battleground that provided manufacturers with the ideal field to test and showcase their machines. The term “win on Sunday, sell on Monday” could not have been more apt, and added to the excitement and spirited nature of the circuit.
1910 was the final year of the St. John’s Circuit, which now featured a wooden banking section to protect riders from the stone wall on the corner of Ballacraine.
The Collier brothers were back in the mix and held back the competition on their Matchless motorcycles, despite some incredible pressure from the BATs that were incredibly fast. It was the maiden year for the German NSU concern who also showed some serious potential, as the races became more continental. Charlie Collier won the race ahead of his brother Harry, and local lad Billy Creyton came in third on his Triumph.
© Manx National Heritage (PG/0363/33)
The Isle of Man TT in 1911 – the Indian Summer
1911 was an exciting time as the bones of the TT races were handed over to the Auto-Cycle Union which announced the use of the more boisterous terrain of the highlands (to be known as the Snaefell Mountain Course). The course was little more than dusty tracks with loose rutted surfaces (and the odd farmer’s gate!), and it was a testing ride which would put unprecedented demands on man and machine. There was then the matter of the climb… seven miles of it from the Ramsey Hairpin to the Bungalow Station. The hike forced several manufacturers to return the drawing board where single-speed machines were pretty much now out of the equation.
The race was split into two separate categories. The four-lap, 150-mile Junior event was introduced for single-cylinder motorcycles up to 300cc and twin-cylinder motorcycles up to 340cc, while the five-lap Senior Race allowed entries for 500cc singles and 585cc twins.
The races had become more commercialised, and more attended, as grandstands popped up in vantage points along the course, much to the displeasure of the TT aficionados whose secret spots had been compromised!
© Manx National Heritage (PG/0363/41)
It was a year of note for Indian Motorcycle Company, who were ahead of the game as their motorcycles featured two-speeds, a clutch, and all-chain drive as standard – features that were still in the test phase with many other manufacturers (Scott were all over it as well). As the capacity limit had been reduced to 585c.c., Indian sleeved-down a few examples of their ‘little twin’. Oscar Hedstrom travelled 3000 miles by steamer from New York, together with his race-prepared machines, mechanics, and superstar and favourite-to-win Jake de Rosier. The other factory riders were Arthur Moorhouse and Charles Franklin; they were joined by privateers Jimmy Alexander and Oliver Cyril Godfrey (number 112). The Indians were on point for the Senior Race.
The results were impressive, well for the most part. De Rossier – a rider familiar with racing the banked velodromes of America – battled with the terrain of the mountain and fell a number of times. He finished a respectable 11th but was subsequently disqualified for receiving assistance in a repair at his refuelling station which went against regulations. It was not the race he had anticipated. What was impressive, however, was the heroic effort by the other Indian riders. Oliver Godfrey took top spot, followed by Charles Franklin and Arthur Moorhouse. Alexander finished in 17th. In a rather upbeat TT race report reprinted in the 1912 Indian UK sales catalogue, Godfrey was described as “small in size, but a bunch of muscles and nerves and a magnificent rider”.
The Junior was more balanced and after a hard-fought encounter, Percy Evans riding the twin-cylinder Humber, repelled the formidable Harry Collier and his Matchless single, who came in second place.
The Isle of Man TT in 1912 – Great Scott!
The Indian train smash of 1911 and worries about the complexity (combined with safety) of the new mountain course caused a few ripples in the upper echelons of the TT, and in 1912 a number of manufacturers held hands to boycott the races. It did not really work, as the excitement of motorcycles and the future dominated.
The rules were practically the same as per 1911, however in 1912 all motorcycles in the Junior event had a capacity limit of 350cc, and in the Senior it was capped at 500cc. This rule applied to all motorcycles no matter how many cylinders.
The Junior race was run in the rain and had 25 entries. The conditions were ideal for the Douglas motorcycles, which ran on a full chain-driven transmission and therefore avoided the issues associated with water and belt slip. Douglas came out trumps with a one-two, with Harry Bashall beating teammate Eric Kickham.
A total of 49 motorcycles lined up for the five-lap Senior race as the rain subsided and mist hung heavy on the mountains. Triumph dominated the line-up with nine motorcycles; however all eyes were on Indian who conquered the previous year. Frank A. Applebee on the howling two-stroke twin-cylinder Scott carried off the trophy after a hard race. This was the first ever two-stroke Isle of Man TT win, and quite the win as the second-placed Triumph took another 6 minutes 54 seconds to cross the finish line. The machine ridden to victory by Applebee was technically far ahead of its time and demonstrated that in one year, the tables can turn. The best position that Indian could muster was eighth, as manufacturers soon returned to the drawing board to establish their racer for next year’s event.
The Isle of Man TT in 1913 – Triumph and Two-Strokes
In 1913 the TT was cementing its reputation as the worlds most respectable motorcycle race, and any doubts about the future were firmly dismissed when 147 riders entered the 1913 event. It really was a test of man and machine and proved to be more than just a mere speed contest. All the key players in the motorcycle industry (Rudge, Scott, NUT, and Douglas to name but a few) wanted a slice of the action… after all, glory = sales and a showroom for success.
© Manx National Heritage (PG/6036/9) Riders at the start of a race addressed by George Brown of the Isle of Man Times
The same rules applied as per the previous year, with the Junior event open to 350cc machines and the Senior race for the 500cc bikes. This year however, the races were split over two days. This was in part due to the endurance required to complete the race, but it was also to test of the machines after the previous day exertions. The six-lap Junior would be split into two races of two and four laps. The seven-lap Senior would start with a three-lap event, the second four-lap part being run together with the Junior two days later.
In the Junior race, new manufacturers included Levis and Veloce, while Douglas were favourites to repeat their 1912 achievement. This would not be the case however, as Hugh Mason rode his NUT (Newcastle-upon-Tyne) to a hard-fought victory (despite having been hospitalised following a practice crash!), completing the six laps of the 37.5-mile Mountain Course at an average speed of 40.93 mph. While not blistering by modern standards, this was a respectable pace over nearly 226 miles of narrow roads, unpredictable surfaces, and brutal climbs, and it was a major feather in the cap for NUT — a smaller marque that proved it could stand wheel-to-wheel with the established names.
The Junior event was a cracker; however, it was the Senior TT that delivered the most action. In an era dominated by four-strokes, Tim Wood’s victory on a Scott two-stroke was nothing short of revolutionary. Averaging 49.57 mph over 262 miles, Wood’s performance was both dominant and controversial. The Scott, with its water-cooled, twin-cylinder two-stroke engine, was a mechanical outlier and despite being dismissed by some purists as unconventional, it had now claimed three consecutive Senior TT victories.
© Manx National Heritage (PG/6036/6)
The bike featured is a White and Poppe Ariel 3 1/2 hp TT. A similar bike was entered into the 1913TT Senior, and with Mr North at the bars, finished 12th overall. The 3 1/2 TT was good for at least 50-60mph, which at the time was quite something!
The Isle of Man TT in 1914 – Pre-War Racing
As the clouds of war loomed over Europe, the TT crew were able to squeeze in one last race in which riders were able to thunder through the rural Manx landscape and put their trusted mounts to the ultimate test.
In a response to a series of fatal accidents on the circuit, it became compulsory for entrants in the Isle of Man TT to wear helmets from 1914 onwards. It was a movement that was pioneered by a Dr. Gardner, who took a total of 94 helmets to the TT with him and handed them out to riders in the event.
The Junior, which had been reduced to five laps, was held in torrential rain which made the conditions tough for competitors, but produced a tremendous race. The AJS team were out in full force with their 350cc machines that featured twin primary chains and a two-speed countershaft which enabled a four-speed selection in the box. The AJS boys (Eric and Cyril William) battled with the V-twin Royal Enfield (example pictured) and flat-twin Douglas bikes and came up trumps with first and second spots.
The race was marred however by the death of Frank Walker on the Royal Enfield. Walker had encountered an action-packed race and in fact fell twice after running wide into a ditch at Hillberry, and locking up on the last lap at Willaston Corner on Ballanard Road. Walker battled on to the finish line where his view was hampered by spectators who had spilled onto the road to watch the chequered flag. As Walker passed the judges box at the finish line, he continued at full speed through St. Ninians Crossroads and collided with a wooden barrier where he was thrown from his motorcycle and taken to hospital. Tragically he later died of his injuries.
Cyril Pullin won the Senior on a Rudge Multi at an alarming average speed of 49.49mph! The Senior had a remarkable array of manufacturer entries (35 in total) with 97 riders battling for the title. Tim Wood on his Scott cracked the whip early on and set a new lap record of 53mph before he was forced to retire due mechanical issues. The second place on the podium was tied between former winner Oliver Godfrey on his Indian, and newcomer Howard Davies, whose performance helped the new Sunbeam to win the manufacturers’ team award.
© Manx National Heritage (PG/5915)
In seven years, the TT had become the premier motorcycle platform. It had become a battleground for international rivalry and pushed and evolved motorcycles to their limits. As soon as the Isle and Man had cemented its reputation for the sport, the outbreak of the war soon dampened spirits. The races came to a halt, and manufacturers turned to machines of war. It was only a period of hibernation however, and once the conflict had simmered down, the races were back in force for a whole new chapter.
an article by The Girder Club
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