Another Spagforth story I came across..

[Tassie Devil]

I thought fellow enthusiasts might be interested in this article I found recently in our local rag... the heading was... Long Tom found after fifty years The Spagforth “spring gear”motorcycle known by the name Long Tom, once a name on the lips of every motorcycle mad young man, has long been thought to have been lost.

But now it is known to have spent the last fifty years walled up in an attic in Upper Pendlebury not on Avon, near Burbage. Marque specialist Jonathan Higgins-Holmes, now in his eighties is a man who admits an obsession with Spagforth, Long Tom and the bike's creator Sir James Clagwheel ever since the brilliant but mercurial designer disappeared into the maelstrom of the Second World War. HH, as he is known to some, now has possession of Long Tom and has positively identified the bike. The story of Sir James Clagwheel’s brief but interesting period at the Spagforth works was the subject of a four hour documentary shown on BBC2 in 1997.

Famous period racer Sir Samuel ffinch-ffinch said yesterday it was thrilling to hear of Long Tom again. “There was a time when the bike seemed to represent everything that was good about England. That brief moment was in 1936, when although barred from entering the TT, Peter ffinch-ffinch (no relation to Sir Samuel) and Clagwheel smuggled the bike onto the track mid-race and ffinch-ffinch comprehensively demonstrated the bike’s abilities, passing the race leader in sight of the finish.

In the furore that followed no-one lost sight of the technological advantage the bike clearly held. Despite the public support for his actions which followed however, Clagwheel took the authorities dim view of his publicity methods to heart and refused to slake the public thirst for knowledge about Long Tom. “They would not let us race because they did not want to be beaten. If my country doesn’t want me then they will not have the Spring Gear” he said, referring to the bike’s mysterious gearbox. When he disappeared on the Continent (See box at side for the mysterious circumstances) the motorcycle was not to be found.

The fuss died down and it’s only the older enthusiasts amongst us who now remember the furore of the time, and the search for the elusive Long Tom. In 38’ the Daily Mail offered the extraordinary sum of £10,000 for the whereabouts of the racer. Several individuals claimed they had the bike and claimed the prize. All were unmasked as opportunists. The 36 Spagforth racer and of course the “spring gear” gearbox itself have always been a mystery, but for a brief moment in the late 1930’s it seemed to hold out the promise of power delivery beyond the wildest imagination. Spagforth rider Peter ffinch-ffinch, described by The Times in 39 as a social gadfly, told one of motorcycling’s best known journalists shortly before his death from ethanol poisoning in 1947 that the secret to the Clagwheel designed Spagforth’s success was in its ability to efficiently use the power of the motor without loss.

This in turn was due to the unique gearbox dubbed by it’s inventor the “spring gear torque maximiser”. ffinch-ffinch, himself never allowed to see inside the unique gearbox, told the “Blue Un” in 1946 Clagwheel had claimed in an unguarded moment the drive was by an infinitely variable ratio, in short, a one variable gear automatic.

Variable gears were, of course, not new on two wheels... the Zenith Gradua the best example. But the Clagwheel Spagforth had a “sensor” of some sort (and remember this was before electronics, the electrical valve circuits to do such an analysis, were it possible then, would take enough room to fill one) which allowed the gearbox to sense the torque of the motor and vary the ratio automatically. When “maximum torque conversion” was set on the handlebar lever the unusual cycle was very fast indeed. It is just yet another contribution of this radical motorcycle to our culture that the phrase “maximum torque conversion” entered the common lexicon in the Battle of Britain as part of the refrain “there I was, upside down, maximum torque conversion, nothing on the clock but the maker’s name”.

The motorcycle also had a monoshock, electric starter (which has been removed sometime before the recent find) and other features which would amaze modern bike riders. Jonathan Higgins-Holmes has said he will definitely be taking a look inside the gearbox soon. “I have been waiting for this for fifty years,” he said. His long term plans are to restore the racer and place it in a museum.


Cheers,

JQ

[DarthRider]

Oh, John Quincy...that's great!
The long-awaited installment next of the wondrous saga of the venerable Spagforth. But I am wondering, is there any connection between the Spagforth and the Spagthorp, other than the obvious similarity in names?
"ffinch-ffinch"...now there is a legendary racing name I've not heard or even thought of in many years. Wonder whatever happened to the old bean, what?

[Tassie Devil]

Ethanol poisoning in '47, Old Boy.
(Might be best not to probe too deeply).

Cheers,

JQ

[DarthRider]

Ethanol poisoning in '47, Old Boy.
(Might be best not to probe too deeply).

Cheers,

JQ

I've had a touch of that a time or two...in the States it's called "Everclear" and has been known to find it's way into the drinks of unsuspecting young lasses. At least that's what I hear...

[Wild Will]

I love these stories. Much appreciate your sharing them with us. I'd love nothing more than the opportunity to spend a few nights around the campfire with you and a few of our brothers here telling stories. During the days we'd just hoon around the backroads, visit local sights and annoy local fecund waitresses. At days end we'd enjoy a plethora of nut brown ales, and deeply marinated venison tenderloins, wood fired.

[Wild Will]

Ethanol poisoning in '47, Old Boy.
(Might be best not to probe too deeply).

Cheers,

JQ


Ethanol poisoning - what a coincidence. My first week t college back in '66 I was poisoned thusly during a fraternity party, and had to crawl a mile back to my dorm, and I didn't really know the way. I recall the difficulty I had asking directions while prone, crawling and poisoned, back to my bunk.

[Tassie Devil]

Wild Will, I'd like nothing better...




Oh, John Quincy...that's great!
The long-awaited installment next of the wondrous saga of the venerable Spagforth. But I am wondering, is there any connection between the Spagforth and the Spagthorp, other than the obvious similarity in names?
"ffinch-ffinch"...now there is a legendary racing name I've not heard or even thought of in many years. Wonder whatever happened to the old bean, what?

Dave, they are two completely different manufacturers I believe, and please don't think I'm an authority on this subject.
Here is a bit of info I've gleaned about Harry Spagforth's group:

Harry was born in a small village in south Swaziland, after national service in the Bengal Rifles he moved to Nottingham where under an assumed name he worked as a tea boy for George Brough. His passion for motorcycles was developed by his long term companion Jeff who once rode the Hajji railway that T.E. Lawrence blew up in the film. The 17 known Spagforth Lightning motorcycles where all built by Harry and a small band of his boys. Harry and the boys stole a component a day from the Brough factory until they had enough to build a bike. It is believed that the song "One piece at a time" by Johnny Cash was inspired by Harry's activities.

The known Spagforth's all bare an uncanny resemblance to Brough Superior Motorcycles except for the ones that look like Ducati's.

One sure way of telling if you have a genuine Spagforth is to have the metal of the timing chain cover tested. Harry had a close relationship with a ruthless dentist who supplied used fillings, these were used to make the timing cover castings.

As always, hoping to be of some service...

Cheers,

JQ.

[DarthRider]

JQ -
You may not be a true authority on the Spagforth but you are damn close. A dubious distinction at best, but a distinction none the less.
One of my several dubious distinctions is having been a Founder of this august Cafe' society. As such, I am hereby proclaiming you "Sir Tassie, Official Spagforth Historian of The Motorcyclist Cafe'".
(This is entirely honorary, the compensation of course, is nil.)

[Deans BMW]

I second the motion, Sir Tassie, it is.

Sir Tassie, SHOTMC.

All hail.

[DarthRider]

JQ -
I was able to turn up this tidbit on the renowned Spagthorpe, the lessor known of the legendaty Spagthorpe/Spagforth rivalry.
So sad when the really great marques and revolutionary designs become lost to history.
Simon, you must be so proud...



The second incarnation of the Spagthorpe and the Wheezehound

Like Norton and Triumph, after the collapse of the original Spagthorpe company, the name, together with other assorted assets (primarily consisting of the tea lady's trolley and an assortment of Bath Olivers) were acquired by a consortium.

In the dark days before WWII Spagthorpe Motorcycles (1937) burst upon the scene at Olympia with a range of new models for the delectation of the motorcycling public.

The new owners had taken the technological bit firmly between their teeth , and promised to revolutionise motorcycling.

The backbone of the range was focused on the ever popular two and three quarter and three and a half horsepower classes.

The 2 3/4 Tourer claimed remarkable petrol consumption figures , due to the incorporation of a high tech aerofoil. Decades ahead in it's concern for the environment, this enabled runs to be made without using the engine at all . Unfortunately , road testing by the motorcycle press had to be deferred when the Chief Designers's Dad reclaimed the aerofoil for the family sailing dinghy.

But as always the main interest was on the 3 1/2 class , where the company offered it's revolutionary TT Clubmans Special. With their eyes firmly focused on victory in next years Senior TT , and astutely observing that a two stroke must automatically always make twice the power of a four stroke of the same size , they had extrapolated this to conclude that a one stroke would produce four times the horse power of the Nortons, Velocettes and Rudges . Genuflecting to the shade of Dr Fred, and aided by the fortune circumstance that the crankcase drain plug of the original Wheezehound had the same thread size as an 18mm sparkplug, a prototype was swiftly produced. Alas, for dreams of glory on the Island, electrical teething problems forced their entry off in the first lap. As so often, the capabilities of the specialist vendors lagged behind the vision of the designers. In this case, despite their best efforts the spark plug manufacturers were unable to produce a plug that did not foul up in the lower cylinder.

The company now pinned its hopes on the very popular 1000cc Continental tourer . This model promised to be exceedingly popular and profitable, offering the British public the chance to tour on the Contnent, without suffered the avaricious exactations of the hated steam packet companies.(In fairness to the latter it must be said that Mr Churchill, ever with an eye to the future , had driven up their costs with his Naval programmes. In particular there was a grave shortage of the machines that formed the steam into packets, and the string to tie the packets up was almost unobtainable unless one had a MoD contract)

At the Olympia show in 1938 the company's stand was mobbed by the excited throng.

The secret , as in all truely great ideas was very simple. The Chief Designer (his maritime qualifications have been noted above) , observed (one of those Epiphanic moments with which the late Mr Archimedes was so familar) , that the rear wheel of a motorcycle shared many of its characteristics with the paddle of a paddle steamer (they are both round, for a start) .

To adapt the rear wheel of the "Continental" by the addition of paddles proved a challenging task for the spoke makers, but in true plucky bulldog fashion they rose to it . As regards other technical details , the Continental may be regarded as two of the 3 1/2 horse Wheezehound engines mounted on a common crankcase (the origin of most V twins) .

Alas, it was not to be . Like so many a promising and brilliant British innovation, political circumstances were too powerful for engineering brilliance.

The clouds of war gathering over the Continent now burst with full force. Mr Hitler, whose eye for intellectual genius was not comprised by his ability to turn it to evil purpose, immediately saw that the Wheezehound Continental was the key to destroying once and for all the accursed British Naval dominance that had frustrated the First and Second Reichs. Given a fleet of Wheezehound Continentals, the vaunted moat would be no defence against the Stormtroopers. Special squads of SS troops were immediately despatched throughout Europe to seize at gunpoint every Spagthorpe they could find.

A few escaped to the coast, where aided by the French Resistance , they attempted to escape back to Blighty, in a preview of Dunkirk. But Mr Hitler was determined that if he could not have them , Mr Churchhill would not either, and the dreaded U boat Wolf Packs were sent out to torpedo the fleeing Spagthorpes.

It was long thought that the last of the Continental Wheezehounds had gone to the bottom at the Battle of Little Piddlington Bay, but it seems certain that one at least escaped. The advantages of such a machine to one of Ms Fish's piscine adaptation are too obvious to require adumbration

Today, the Spagthorpe (as Mr SixPackBack has observed) is one of the rarest , and least known of the great and legendary British racing marques. The bombing of the company's premises during the Blitz meant that all records were lost.

Despite extensive search I have been unable to find any figures for performance (either terrestrial or aquatic) of the Continental Wheezehound.

However , as it was two Wheezehound 3 1/2 engines on a common crankcase we may surely assume that that it would have at least twice the horsepower of the current Manx or KTT models. That would indicate at least 100 bhp at the rear paddle.

One tantalising gem remains to savour . The Spagthorpe Chief Designer survived the war , and died recently on the eve of his 70th birthday. In his last moments , he made a heroic struggle , and cast off the clouds of delerium , to pass on the great secret that had been kept so closely for half a century. It appears that there was at least one prototype made of the Continental Spagthorpe , that was adapted to the company's revolutionary one-stroke design. The fate of this prototype is unknown , BUT , it is believed that it survived when the company's premises were blitzed having been , by great good fortune, removed from the garden shed that served as the Chief Designer's office and toolroom, to the coal cellar.

How exciting it would be if it was THAT machine which has come into the hands (uh, flippers) of Ms Fish. Assuming that the Manx or KTT of the period developed 50 bhp, and the standard Continental , thus , mathematically, 100bhp, we can see that the one-stroke would obviously ahve 200bhp available.

We will have to wait and see if Ms Fish is willing to put her machine "through it's paces". If she does , and if it SHOULD be the legendary one-stroke Continental Wheezehound, it will obviously leave the underpowered R1s, GSXR1000s and such like far behind.

We will just have to wait and see. Isn't it exciting.

(The handling of the Wheezehound was also revolutionary, but that story must await another day, or another narrator)

[Tassie Devil]

Dave and Dean, I'm deeply touched by the honour you have bestowed on my humble self and I will assiduously keep fellow members informed of all Spagforth / Spagthorpe matters.
I mentioned the award to my old friend, Major Ian Watkins Esq RAInf (Retired) who is a patient at the Port Arthur Penal hospital just across the channel from our home at Glen Huon, and he is thrilled. The Major just so happens to be an authority on the Spagforth Lightening and for the price of a brace of scallop pies, will impart a plethora of pertinent information for our future enjoyment.

Thanks for the excellent update on the later Spag developments Dave. Fascinating reading.

Cheers,

JQ.

[arkline]

Always remember, the Spagthorpe website has tons of relevant information on the bemusing marque:

http://www.spagthorpe.com/

I've never seen one in the flesh, but really appreciate that the model names all reflect some relationship to exotic species of dog. And consider the number of luminaries who were at one time or another involved in Spagthorpe development. Boggles, just boggles the mind.

The Spagforth website is also interesting:

http://spagforth.com/

Ah, one must hoist something larger than a flagon, to celebrate these early and often unsung heroes of the early eras of our obsession. Pa Norton had nothing on these guys...

[Tassie Devil]

Thanks for that Ron,
I'd just council a little caution regarding those particular sites...
I know for a fact that many inaccuracies and some damn lies abound.
The Major, as I said earlier, is a fountain of Spagforth knowledge and we are lucky to have him at our disposal, as it were.

Cheers,

JQ.

[DarthRider]

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