Down and out

This is the last available excerpt from Cyril Green's memoirs. There are, I'm sure, many fascinating extracts that we haven't yet seen, but for now, with Cyril lost in the Russian hinterland, his young wife Francesca has asked for some privacy and the diaries remain under lock and key. Thankfully, her gardener, Claudio, is offering great support, in between bouts of expert dibbing, hardening off and pricking out.

From Cyril's memoirs dated 15 April 2008

Ewan and Charlie, eh? Long Way Down? Great entertainment, but I do wish there had been a camera crew on hand when Mr Unlucky himself, Kevin Stott, undertook his ill-advised trip from John O’Groats to Cape Town back in 2003. Had there been, then I’m sure Mr Stott would not now be on the missing persons register.

Stott’s major problem was a terrible sense of direction coupled with the shunning of “high tech cobblers” such as sat-nav and an almost total inability to read a map or use a compass. Nor was his choice of machinery what many would have considered apt. The oil-cooled GSX-R1100 does, indeed, have an admirable reliability record, but once fitted with a turbo and nitrous things are less predictable. And vast experience over many years on high-powered motorcycles… would have been a help. Unfortunately, Stott’s previous bikes included a customised Kawasaki GPz305, an IZH Planeta two-stroke single and – the machine on which he covered most miles – a 2bhp 1958 Phillips Gadabout. Add to this, according to his brother, that Stott’s mechanical abilities were negligible and his attitude to maintenance negligent, the odds were rather stacked against him.

The journey seemed to go smoothly for several weeks, but then things turned sour. Having been lost for many days in a remote wilderness, Stott’s provisions were almost exhausted, thanks mainly to poor planning and incessant snacking, though basing supplies largely around Sugar Puffs and Dr Pepper was never a great idea in the first place, especially for a 19-stone diabetic. With his petrol reserves almost spent, he crested a hill and saw a settlement in the distance. Crying with relief (we know such details thanks to the survival of his video diaries) Stott descended towards signs of life, no doubt hopeful of salvation.

However, it was clear from the outset that this lumbering, weeping outsider was regarded with suspicion at best, open aggression being the overriding reaction from any of the locals he approached. He didn’t know the language and they clearly didn’t understand him. That night he slept fitfully in the open alongside his GSX-R.

Speaking to his video diary, Stott, apparently affecting the tones of a Victorian explorer, said: ‘I have had no luck in finding either food or fuel. Everyone I approach seems to bare their teeth and bark rebukes, which although I cannot fathom are clearly warnings to stay away. This afternoon, feeling delirious with thirst, craving simply water, I stumbled into what appeared to be a meeting place for males of the community. But although they each clutched a beaker of some strange, dark concoction, I was offered none and the elder, clearly in charge and standing in a small, raised enclosure, failed to understand my pleas. In desperation, I reached for the drink of a younger man sitting nearby, but I was heavily beaten and thrown out into the mud. I shall try again tomorrow, but this evening I have supped on some water from a puddle to help wash down the last of the Sugar Puffs. Thank God I didn’t bring Alpen as my mother had advised.’

Things didn’t get much better, as an entry from the following day testified: ‘Today was terrible. I had left the bike outside what appeared to be a primitive version of what we might call a grocer's and when I emerged, empty handed, I saw the bike being pushed away by a group of dirty, wretched children. As I came near they managed to start it and the largest rode it away, several others on the pillion, gesticulating wildly. I fear I shall not see it again. Later, I wandered into a steamy, filthy shack in which a local woman was stirring all manner of unrecognisable foodstuffs in a vat of boiling oil. But having no money of any kind, I could not convince her to part with even the smallest item, not even by bartering with my Wee Willy. Is this it? Is this where I shall end my days, in this Godforsaken hell-hole?’

The answer seems to be yes, as Stott was never heard of again. And the saddest aspect of this tale? He hadn’t even made it out of Britain. The remains of Stott’s GSX-R, stripped to the bare frame, was found in a suburb of Glasgow. But in funny sort of way I’ve been inspired by Kevin Stott to make an epic journey of my own, except I plan to travel north from John O’Groats, deep into the Arctic Circle then strike out east into Russia. Watch this space.

Fannying about

From Cyril's memoirs dated 4 April 2008

'BSA enters sex toy industry' is not a headline you’re likely to have seen, but only because fate dealt the project an early conclusion, to the relief of women everywhere, I should imagine.

In late 1963 BSA was pretty healthy, but the smarter people high up knew that the future held stiff challenges. To that end, a scheme was set up for workers to put forward ideas, which could be as wide-ranging as their imaginations (which, given mid-1960s Birmingham, led to a pretty conservative haul). However, among the two-stroke shopping trolleys and automated dog bathers was a racy suggestion for a, well… a motorised phallus. BSA had a reputation in some circles for being a stuffy firm, but there must have been something in the tea that week because a development engineer was put straight onto it, so to speak. Although phallic pleasuring devices are as old as mankind itself, the first battery-powered ‘widow’s comforter’ was still a few years away, so there was certainly a hole in the market, and BSA intended to fill it.

A lad was sent up to Soho and returned, still blushing, with a duffle bag full of samples ranging from the ludicrous to the frankly unfeasible. The development team disappeared into the workshop and after a few months of intense beavering a fully functional prototype was ready.

Development manager Terry Sheldon presented the creation to a special assembly of the board and managers, but initial impressions weren’t good. Many were surprised by the sheer bulk of the thing, made clear when Sheldon yelped on trapping his finger beneath it when heaving it onto the boardroom table. The ‘business end’ looked normal enough, complete with convincing veins and ridges, but the alloy casing beneath, equipped with steel grab handles sporting fat, anti-vibe grips, made the thing look like a two-horsepower AC generator – with a knob on it – an image only enhanced when, to everyone's horror, Sheldon turned a petcock, grasped a pull cord and yanked the beast into life.

After the initial shock, someone shouted above the din that the banshee wail of a 25cc two-stroke engine running on pre-mix would take some explaining to the neighbours, and by the time the 'Beeza Buzza' had vibed its way across the polished boardroom table, leaving an unsightly gouge, most people had left the haze-filled room
in dismay.

In late April 1964 we were summoned once again and this time Terry Sheldon placed a much more compact contraption on the table. He explained how he’d worked closely with the chaps at Joseph Lucas to come up with a battery-powered alternative, the 'Beeza Teeza'. But initial enthusiasm began to sour when Sheldon produced a battery pack the size of a large loaf. He strapped this to his waist then, using cables and clamps akin to jump leads, he connected it to the 'spinster's companion' which sprang into life with a fizz of blue sparks. Sheldon gripped the thing with grim determination while maintaining a bravado grin, despite quite clearly having his teeth rattled.

Now, I’m no expert on these matters, but I have to say that the movement created by the various cams and cranks would have been sufficient to mix a small batch of concrete and the thought of it going anywhere near a person’s more delicate regions was quite disturbing. Very quickly, the room began to fill with a smell familiar to generations of youngsters, that of burning-out Scalextric cars, and we watched in bafflement as Sheldon, his vision now blurred beyond use, grappled with the beast in an effort to switch it off. Thankfully, the Small Heath fire brigade swiftly brought the resulting blaze
under control.

Unbelievably, Sheldon was given one last crack at it and in early August he brought us together one last time in the refurbished board room. This, it was clear from the start, showed far more promise. Very compact for the day, weighing just four pounds, it gained nods of approval as it was passed around the various members. Then, with not a little showmanship, Sheldon produced an ‘adapted’ honeydew melon, inserted the device, turned a Bakelite knob and off it went, thrumming away happily as Sheldon slid it in and out with some skill. However, batteries weren’t then what they are now, and within about a minute the 'Beez-o-Gasm' was struggling in its death throes like a giant drowning slug.

It was quickly decided that 60 seconds with a floundering gastropod would not be sufficient to pleasure even the most desperate of ladies and that far more fun could be had in a couple of miles on the pillion of any of the wildly vibratory BSA range. Sheldon was suspended on full pay pending enquiries.

Splash it all over

From Cyril's memoirs dated 2 March 2008

The Dakar Rally is an awe-inspiring event for many reasons, not least because the desert does strange things to a man. I know - from
bitter experience.

On a scorching day in August 1999, as the sun beat down, I knelt by the side of the XT600, staring at a flat rear tyre. Sweat dripped from the tip of my nose and landed in the dust, evaporating almost instantly. I felt defeated and lonely and for the first time since I was a boy I clasped my hands together and prayed, concluding my silent plea by leaning back and shouting up at the vast azure sky. ‘Why, oh God? Why me? Why now? Why?!’

‘Oh Cyril, get a grip.’ It was Francesca. ‘Drink your tea and then get Stefano over with his mobile tyre thingy if you can’t do it yourself. You have to get it done by tomorrow else you’ll miss the ferry. What a drama queen.’ Three days later, thanks to Stefano, I'd made the trip from my home in the Testa di Cazzo hills and was actually in
the desert.

The trip had been planned for months, a ride through Tunisia, Algeria and Mali to Timbuktu, via Tuat (merely because the name made us laugh). The other half of ‘us’ was Stewart Kidd, a brawny off-road specialist developing Yamaha’s two-wheel-drive 2-Trac system fitted to a test mule. I’d pulled strings to get myself on this trip as it was my final year before retirement and the chance was too good to miss. Let’s not talk about hindsight, it makes fools of us all.

I knew Stewart, though not well, from his regular dealings with the R&D department and he’d always seemed like a nice bloke, if a little intense. Nothing wrong with that, I thought, a serious approach in unforgiving terrain was fine by me, gritty sandwiches and a few beach races being my only sand experience up until that point.

Five days in, deep into the desert, we reached a rocky plain on the edge of a mountain range and set up camp as the sky darkened and brilliant stars began to emerge. We cooked and ate, drank a few tots of whisky, then lay back to gaze at the firmament. I’ll admit that I’ve had my cod-philosophical moments when staring up at the night sky, usually worse for wear, but Stewart suddenly became very
strange indeed.

‘Cyril, do you realise that every time you pleasure yourself, your Lord and God is watching?’

‘I’m sorry?’ I said, startled, but not sure if I’d heard him correctly.

‘The Lord, your God, Cyril. Our God. We all must answer to him at some point.’ His voice had gone all boomy, like a very hammy vicar.

‘Yes, yes, that’s true... I suppose,’ I said, playing for time. ‘Although for now I’d concentrate on answering to Mr Kunasawa, who’s especially interested in the outcome of this test.’

Stewart then stood up and, despite the chilly air, threw aside his jacket and pulled off his T-shirt. In the firelight I could see a sprawling tattoo on his chest and abdomen. It was the face of Christ.

‘Christ!’ I blurted, in surprise rather than recognition, given that the face looked looked more like Elton John's and I only twigged that it was meant to be Jesus because of the crown of thorns. Flippin' marvellous, I thought. I'm stuck in the middle of nowhere with a full-on religious nutter. Great.

‘Our Lord Barry sees all,’ he said, stretching his arms wide.

‘Barry? Is that meant to be Barry Sheene?’ I asked, squinting at the tattoo. ‘I doubt he’d be very flattered if he saw it, Stewart.’

He then fiddled around in a pannier and pulled out a small bottle, proclaiming, ‘Let us anoint our bodies with the sacred liquid. Cyril, cleanse your sins!’ And with that he sprinkled this stuff on me as I cowered by the fire. I wiped a spot of it from my face and took a tentative sniff, wary of what it might be, but there was no doubt about it – Brut 33 aftershave.

Then, with no further ceremony, but with an air of urgency, Stewart rode off into the night and I had to make my own way home. Ten days later he turned up at Yamaha HQ in Surrey as if nothing had happened, filed his report and no more was said about the incident. However, when Barry died in 2003, they found Stewart in his own back garden, attached to a huge crucifix wearing a set of vintage Sheene Heron Suzuki leathers. He was perfectly okay (physically), having climbed into the leathers after nailing them to the cross – sacrilege in itself, some might say. The whole scene reeked of
cheap aftershave.

Booby Prize

From Cyril's memoirs dated 25 January 2008

It’s the Cyril Green Review of 2007. Absolutely worthless, just like most of the recipients. Just in case these memoirs ever see the light of day, I shall have to undertake a certain amount of fudging (as a former GP racer once said to an unfortunate brolly dolly).

Stupidest Factory Test Rider Prang
We’ve all ogled a nice pert bottom while riding through town (though when I moved to Italy the pertness and ogle-potential went off the scale and after several near misses I now ride under a self-imposed gawp ban), but we’re not all testing the new fuel injection on a Triumph Thruxton. Witnesses say that in March a certain GD was still eyes right as he jammed the bike into the back of a Whippy King ice cream van just outside the otherwise sleepy Sheepy Magna in Leicestershire. Local plod initially shocked and confused by significant raspberry sauce spillage.

Most Drunken Executive
The Germans do quite a few things very well indeed. Among them sausages, marching, stringingwordstogethertomakeanewword, boxer engines and beer drinking. Thankfully, BM’s upper management has changed since the Gunter Blasen penile-jousting incident [see 'I want to show you my big cock', December '08], so in May I was lucky enough to be invited to a closed test session near Hamburg for the BMW HP2 Sport. At the close of a celebratory dinner to mark the end of pre-production testing, I watched through rather ‘refreshed’ eyes as SK tapped his glass to attract the attention of the room, declared his love for everyone there and proclaimed the HP2 Sport as the sexiest bike he’d ever seen. He then stumbled across to the display bike, sitting on a low plinth, took out his old chap and inserted it in the exhaust pipe, attempting to clamber aboard from behind, trousers round his ankles, feet scrabbling on the back tyre like a randy terrier trying to mount a labrador. Within seconds he was asleep, slumped over the bike and ignored by everyone.

Most Ridiculous Law
Here in Italy, we motorcyclists narrowly avoided being electronically tagged in the war against crime. Alarmed at the number of attacks or getaways in which bikes or scooters are involved, Romano Prodi’s government proposed the insertion beneath the skin of the upper arm a data chip identifying the rider and linking he or she to the bike they’re on. The plan was scrapped in June when it turned out that of the 15 people involved in the six-month trial, one’s identity continually registered as a 73-year-old woman who’d died in 2004 and four had their arms cut off by mafia gangs keen on identity theft. All’s now gone quiet after talk of ‘teething troubles’.

Most Futile Record Attempt
In August, Kurac Shupcino from Split made a bid to enter the Croatian Book of Records as the rider to have completed a lap of the Zagreb ringroad in the shortest time while eating a king-sized govno (a spicy pasty and local delicacy). Not only did Kurac die in the process after a chunk of crust blew down his windpipe at 140mph as he crossed the line, but he was robbed of posthumous glory as the new record was deemed invalid due to the pasty being beef and onion rather than the regulation mutton and beetroot.

Biggest Waste of Money
In November, it came to my attention that a certain Japanese factory had finally washed its hands of a failed project having spent more than 340m Yen (£1.5m) trying to perfect a viable on-bike urinal – working title, the Eezy Weezy. Apparently, they were finally scuppered by the crazy safety lobby when unable to demonstrate the safe extraction of the John Thomas while on the move. What ridiculous killjoys.

Worst Home Mechanic
Finally, in December came the story of the DIY servicer who, during an oil change, poured almost four litres of 15w 50 into his Ducati’s filler before realising that it was forming in a pool beneath the bike as he’d forgotten to replace the sump plug. Stepping back in horror he trod on the edge of the tray of waste oil, spilling the lot on the floor, before slipping on the mess, knocking over the bike and breaking his thumb (much to the disappointment of his energetic young wife). Step forward, please, the idiot that is Mr Cyril Green of Montemona, Italy.

The Japanese VIP

From Cyril's memoirs dated 4 January 2008

The freakishly wonderful Suzuki B-King has brought back mixed emotions. You see, I once had close dealings with a certain Haru Jakamashi from Suzuki HQ, who went on to be a key figure in the B-King’s birth. When we set off on a road trip together in the spring of 1996 it should have been the start of a long friendship and a fruitful working relationship. Instead, it was a disaster.

Mr Jakamashi doesn’t have a motorcycle licence. He raced in his youth, but for our journey to a European Suzuki summit in Valencia he was to ride pillion. He was flying in from Hamamatsu and I was to pick him up from Heathrow on a then newly-launched 1200S Bandit. However, I have a confession.

The maintenance department had entrusted me to carry out the bike’s first service myself at home and, of course, I left things till the evening before the trip. By 11pm I was all done, when, having changed the oil as part of the service, I decided to recheck the sump plug. I’d lent out my torque wrench so I was using guesswork as I applied a little... more... pressure to the spanner. It's quite odd, looking back, that the thought of stripping the thread and it actually happening seemed to occur simultaneously. A sweat broke out down my back.

I’ve always been a bodger and opted for one I’d once used on a Kawasaki Z900. I opened a bottle of plonk, poured myself a glass, poured another, then, after a little trimming I screwed the cork into the sump. So long as I didn’t cane the Bandit, and I had no intention to with a high-ranking Japanese suit on the back, I felt sure the cork would stay in place till I got back.

There hadn’t been time to fit hard luggage except for a top box, so I used soft throwovers. At the airport, Mr Jakamashi and I had a bit of a tiff straight off when he insisted that the panniers be adjusted way down so they weren’t interfering with the backs of his thighs. Maybe he had a Cordura phobia, but eventually he was happy and off we went.

The overnight crossing from Portsmouth to Bilbao was interesting. The demure Mr Jakamashi found his voice after a bottle of Chardonnay and several large cognacs, and we spent two hours in the karaoke lounge duelling with some footie lads on the way to a game. When we staggered back to our shared cabin (an administrative error we decided to endure) my honourable Japanese companion rounded off the night by chundering into my shoes.

The next day he was moving very slowly as we set off across Spain. Twice he fell asleep against my back before I insisted on bungeeing him to the top box for his own safety. Later, on the A68 just north-west of Zaragoza, people started flashing us as we overtook them. Disgruntled do-gooders infuriated by our speed, I thought. Until, in the right mirror, I noticed the flames.

It’s remarkable how long it takes to get a bungeed fat bloke off the back off a bike, especially when he’s hung over and panicking as flames from a burning pannier lick at his right buttock. Moments later, as we stamped on smouldering clothing on the hard shoulder, my suggestion that it was his fault for insisting the panniers were adjusted down so far that one had touched the exhaust didn’t go down too well. It was salt in the wound, given that the charred remains were all his. My clothes were in the other pannier.

The rest of the ride down was tortured. We hardly spoke. Then on the last evening after the conference we made friends again in a drunken haze. Mr Jakamashi had cheered himself up on a shopping spree, feeling especially proud of a hugely expensive pair of hand-made Spanish shoes. Once again we took to the karaoke, duetting, in a fit of hysterics, to Arthur Brown’s ‘Fire’.

The next morning, I was outside the hotel checking the straps on what was left of the panniers as the Bandit warmed up on the sidestand. Mr Jakamashi emerged, looking very swish in all his new clothes, ready to take a taxi to the airport. We shook hands across the thrumming bike.

‘We have good time together,’ he smiled, and I could see a rosy future for me at Suzuki after all. ‘I like this bike very much!’

And with that he gave the throttle a slightly cack-handed twist, the revs hit the limiter, there was a dull pop and three litres of hot oil disgorged themselves onto Mr Jakamashi’s brand new tan suede monkstrap shoes. I left Suzuki in the autumn of that year.

Binky's Folly

From Cyril's memoirs dated 11 December 2007

‘Gentlemen, it is our destiny, our duty, to present the world not merely with the bike of tomorrow, but with the Bike of the Future.’ Fine, all very Raymond Baxter, but when I tell you that those words echoed around the boardroom not of Suzuki when perhaps planning the new Hayabusa, of Yamaha or even Hinckley Triumph, but of late Sixties Meriden Triumph then you’ll understand the irony. And for once, my freakish friend Peter Cartwright (of dog shaving, turd harvesting and duck pond rampage infamy) wasn’t involved, though thanks only to a court order.

It’s hard to believe that project Jet Bike was ever allowed to take off. Had things gone differently, who knows? We could all now be hurtling around on 350mph hovering missiles with all the control of a discount supermarket trolley stacked with white cider and pushed by a crack-whore teen mother.

The fun began in autumn 1968. Triumph was on the brink of financial disaster, plodding away with outdated designs and haunted, on the eve of its debut, by the overhead camshaft Honda CB750. Many of us at the firm thought that work ought to be progressing on a DOHC four, but people higher up had rather more ambitious ideas.

Harry ’Binky’ Tuttle was a recently appointed development engineer and, being middle-aged and with his biological clock ticking loudly, was desperate to make a name for himself. Ex-RAF, he claimed to be a close friend of jet engine genius, Frank Whittle, and bamboozled the Board into assigning him a small team and large budget.

Suspicions should have been raised within the first month. An aircraft hangar just outside Coventry had been leased and was surrounded by secrecy. However, word got out of dangerous experimentation, terrible near-misses and a reckless attitude to test rider safety. Then suddenly the plans were shelved and nothing more was said about it, but about 20 years later at the NEC Show I bumped into one of the chaps who’d been drafted in to work on the project, Keith Potts, and after a few pints of slop from the NEC bar, he spoke freely about those dark days.

The thing was a shambles from the start, he told me. Tuttle’s child-like impatience clouding any judgement he might once have had. The Jet Bike was an awful lash-up. What you might imagine to be something perhaps slightly larger than a modern-day jet ski was, in fact, a huge turbine fitted with rudimentary controls. The rider straddled it, like sitting over a large barrel and, influenced by the relatively new Hawker Harrier ‘Jump Jet’, swivelling vanes at the side allowed a vertical take-off. All very well in theory.

Within the first two weeks of testing a ‘working’ prototype there were several regrettable incidents: one rider was hospitalised after ascending ‘like a bleedin’ rocket’ and hitting the hangar roof; a visiting Triumph manager was rushed to casualty when a fierce blowback melted his Terylene trousers to his legs; a technician required first aid after a pork pie was sucked from Tuttle's hand and through the turbine, thwacking the man in the face and knocking out two teeth; and Biggles the aerodrome cat was ‘hoovered up like a rag’ and deposited as a multicoloured mural on the hangar wall.

However, the project continued, draining Meriden’s already paltry funds, until the day the Board came to see the Jet Bike in action. Remember, this was meant to be the prototype of a big-selling street bike and although the idea of hovering had by then been quashed, the thing instead using wheels, it was still far from viable. The directors watched in horror as a man dressed in a fireproof suit used a small stepladder to mount the beast, perching precariously on a thick asbestos saddle. Retractable outriggers kept the machine upright, as the rider’s feet were now a foot or more above the floor. The jet was fired up, its turbine hit a high wailing whistle and the directors stared slack-jawed as the monster moved slowly forward. Unfortunately, only one of the outriggers retracted correctly, the other snagging at the ground as the bike rapidly picked up speed. The thing went into an writhing death-weave but continued up the two-mile straight, by now hitting well over 150mph and still accelerating.

The fireball that rose on the horizon seemed a poignant illustration of Meriden Triumph’s fortunes, and before anyone had the chance to sack him, Harry Tuttle had scarpered, never to be heard of again.

Longmore Way Down

From Cyril's memoirs dated 4 November 2007

‘Cuppa tea mate?’ Those words, in an unmistakable Black Country twang, were uttered to me a few years back by Lee Longmore, swiftly followed by, ‘Wait there mate and arl getcha a bacon sarnie. Brown sauce or red?’ All of which would have been extremely welcome if at the time I hadn’t been trapped beneath a Yamaha R6, having been skittled off in a South London street by, I kid you not, a transvestite dwarf on a minimoto. Lee Longmore was not that dwarf. He was far stranger than that.

I first met Lee in a San Francisco coffee shop. Well, I say I met him, but in fact he sat across from me on a low sofa, dressed in running kit, including very short shorts, his legs sprawled wide in a rather forced show of masculinity. It was difficult to know whether or not his genital display was accidental or for my benefit (maybe my leathers had caught his eye?), in any case, the boys were certainly out of the barracks and remained so until the arrival of a young couple he knew, the woman looking rather unnerved having, on her approach, also been treated to Lee’s ‘last turkey in the shop’ impression. I rode away from the coffee shop and didn’t expect to see Lee again, so when I came round in that Clapham street and found him standing over me I was relieved that his full leathers covered all eventualities.

Since that day, I’ve got to know Lee pretty well – linked, as we are, by a love of motorcycles. He was one of the first to buy a Triumph Daytona 675, putting in his order after reading the pre-launch article in Bike (foolhardy given his renown gullibility. He once spent an evening drinking Tennant’s LA, assuming it was a trendy beer named after the Californian city, and was confused as to why he remained sober). Shortly after buying the Triumph, he rode to Italy to visit me and Francesca and I found him a slightly freakish guest. At one point I could have sworn he was wearing bike boots as he clomped around upstairs, but it was his normal, bare-footed Frankensteinian stomp.

He also brought along several Airfix kits, over which I’d catch him hunched in the small hours, like an obsessive elf. He brought a rope ladder, which he attached to the balcony of his attic room and kept rolled but ready for action, ‘merely as a precaution, Cyril’. And he insisted on ‘tweaking’ my computer, claiming to be a professional who wrote Triumph’s ignition and fuelling maps (a blatant lie). It cost me a packet to have the labyrinthine chaos unravelled by a real professional, who handed it back with a pained expression, saying that unravelling the mess had been like ‘peering into the mind of a psychopath’. Perhaps Lee really should write fuelling maps.

But you couldn’t wish to meet a nicer psychopath and that week, while Lee stayed with us at our modest house in Montemona, we went on some great blasts together in the Testa di Cazzo hills, he being a brisk and smooth rider, though far too keen to advertise his Advanced Motorcycling certificate (‘Cyril, you might think, What’s that child’s bike doing there? I think, Where’s the child!’).

It was rather sad what happened to Lee Longmore on his return to London. His behaviour became increasingly erratic, he put on weight and would be seen cruising the streets on his Daytona wearing overly-tight designer clothes better suited to a man half his age, and, in warm weather, a large and unsightly sweat patch swamping his back. He rigged up a PA system to the bike and would ‘talk’ his route for the benefit of the general public, spreading the Advanced Motorcycling gospel.

Then one day, this normally mild-mannered man simply flipped. Approached at traffic lights in Cricklewood by a tramp asking for spare change, Lee stepped off the bike, letting it crash to the ground, threw his helmet to the floor and challenged the shocked tramp to a fight. When the tramp backed away, Lee took out his frustration on the bike, laying into it with fists and boots. When the police arrived the bike was in flames and he was in tears, squatting in the gutter stripped to his underpants, trendy clothes burning along with his beloved Daytona, sobbing ‘I shoulda bought a f***** Mini’. If only I’d been there to offer the poor chap a nice cuppa tea.

Zip-a-dee-doo-dah

From Cyril's memoirs dated 22 September 2007

I took the Multistrada to Florence the other day, sent on an errand by Francesca. The sun was beating down, the skies were blue and the Duke was running sweetly. What could possibly go wrong? Ha!

I headed across country and by the time I reached the town of Radda in Chianti both the bike and I were warm and into our stride. I've lived in Italy for almost seven years and have come to accept that the majority of Italian riders and drivers have as much a concept of risk as they do of a chip butty. They seem to know no fear. I’m amazed that Italian men can walk without pushing before them a small wheeled trolley, given the apparent size of their balls. But then, fear doesn't come into it, because fear requires you to believe that some day your luck will run out.

I was humming along at a decent pace when I noticed headlights in my mirror. There was a series of bends coming up, in the middle of which, I knew, was a humpback bridge set at 45 degrees to the road. With the first right-hander approaching, I drifted left to the centreline and was about to pitch in at about 80mph when a horn blared and an Aprilia Tuono carved past on a mission. Well, my adrenal gland may be rather withered, but there's still a bit of juice in it yet and I took up the challenge, hoping that the increasingly tight turns and uneven surface would, for a while at least, help me to stay in touch with the thundering Aprilia.

But the other chap was really on it, using all of the road even when you'd have needed to be clairvoyant to know it was safe. By the bridge, I knew my capacity for lunacy was lacking and backed off. A good decision. The Tuono pitched into the left-hander very early, using the other side of the road, just as an Alfa saloon coming the other way appeared from behind the bridge's stone parapet. The rider picked up the bike and manfully tried to wrestle it down again in time to make the bend, but clipped the bridge wall and was pitched into the air, landing quite gracefully flat on his back in the long grass at the side of the road. The Alfa driver wouldn't have seen any of this and carried on. I pulled over and dashed to where the rider lay.

He hadn't moved and when I flipped up his black visor he didn't seem to be breathing. I felt for a pulse and found nothing, so unzipped his leathers ready to give heart massage. Well, that's when things all went a bit wonky.

As I pulled down the zip I suddenly felt as if I was in a Seventies aftershave advert, because not only was there no other clothing beneath the leathers, but an ample pair of breasts lost no time in escaping their confinement. He was clearly a she. Perhaps out of a deep-seated sense of guilt, owed mainly, I suspect, to that incident with Auntie Margaret when I was 12, my first reaction was to zip up the leathers. I was in the process of herding the escapees back into their leathery pen when the woman sat bolt upright and pulled off her helmet to reveal a tumble of raven hair and fierce green eyes. Ah...

Back home, Francesca eased a packet of frozen peas into my underpants in an attempt to halt the swelling and bruising (the old family jewels were rapidly resembling a couple of small mangos and a saveloy). She asked me to repeat exactly what I'd said to the woman. I admit that my Italian isn't what it might be, despite my years here, and with the awkwardness of the situation I became a little tongue tied. When Francesca had stopped giggling she explained that the English equivalent of what I'd blurted out would be, 'I'm very sorry, but I thought you were dead and I was chasing your lively breasts.' That's the last time I play the good Samaritan. I felt a right tit. Left one, too.

Too much monkey business

From Cyril's memoirs dated 14 September 2007

Speed, to me, will always mean Bonneville Salt Flats. And prison food. The other evening Francesca and I were rooting away in the store room at the back of my office, getting up a good old sweat humping and humping box after box of old papers and documents from years back. I managed to drop one and amongst the spillage I noticed a notebook from a trip to Bonneville during my days at Suzuki. I've reprinted some of that notebook here, and hope that, should this memoir ever see the light of day, I'm not sued by any of those still in a position to do so.

15 June 1980: Finally, after some outrageous bribery, the warders have given me back my notebook. How do I describe the catastrophic events of the past five days? From the beginning, I suppose. So...

10 June 1980: We fly into Salt Lake City and collect the hire car. There's immediately an argument as to who will drive, with Barry [Sheene] insisting that it's him. I tell him I'd heard enough stories of what he and Stavros [Steve Parrish] had got up to with hire cars and hand the keys to our chief technician, Don Prior. Barry goes into a sulk in the back of the car and all the way to Bonneville lets go of silent but utterly nauseating farts, chuckling each time we’re forced to wind down the Chevrolet's windows in panic.

Check into the hotel and meet with the rest of the crew. The bike and spares are here, having been shipped over ahead of us. I remind everyone of Suzuki's desire to keep this under wraps, hence the unliveried bike and choosing a relatively quiet time at the salt flats. We're not here to break records, but we do want to push this bike to the limit. Early night, big day tomorrow. Passing through the bar I wish Barry goodnight. He calls me a c***. Light heartedly, I'm sure.

11 June 1980: This morning Barry puts in some very high speed runs before complaining of a loss of power. Don Prior begins to take a look, but even under the awning the sun’s heat is intense and he's clearly flustered. With uncharacteristic clumsiness he pulls the bike on top of himself, taking a heavy blow to the head. He insists all is okay, but it was a mighty knock and he has a cut that might need stitches, so I send him with one of the mechanics to get a check up with a doctor in town. He returns two hours later with a bemused mechanic and a chimpanzee ventriloquist’s dummy which is dressed in a Stetson hat, fringed leather chaps and blue waistcoat, complete with sheriff's badge. Don assures me that he's feeling fine. Or rather, Mr Kenny Roberts the Chimp assures me.

12 June 1980: Don comes down to breakfast with Mr Kenny Roberts on his arm and speaks only through the dummy throughout. This sets the pattern for the day, with the chimp advising Don on carb settings and revised ignition timing. Don clearly finds it awkward working with a dummy on his left hand, but when Barry suggests he 'put the fackin' monkey down' Don becomes agitated and we let him get on with it.

After lunch, Barry threatens to refuse to ride unless 'that bloody lunatic puts down the fackin' chimp and gets on with his bleedin' job'. In the event, Barry relents, but the afternoon session comes to a premature halt when salt crystals are sucked into the engine, damaging the bore and a valve seat on number one pot. A heated row develops between Don Prior and Mr Kenny Roberts, Don castigating the puppet-chimp for advising they run without air filters.

It's now late in the evening and Barry and I are enjoying a few drinks in the hotel bar. Then Don appears, having worked on the motor all evening, and still with Mr Kenny Roberts on his arm, its synthetic fur matted with grease and looking rather worse for wear. As does Don.

Barry, choosing the diplomatic route as ever, says: 'Don, I've had enough of this. You've bleedin' cracked. Give me the fackin' monkey, I'll fackin' put an end to this bollocks.' With which he lunges at the dummy and a bitter struggle ensues, during which tables are knocked over, with glasses crashing to the floor. Finally, Barry bursts free from Don, triumphantly holding aloft the head of Mr Kenny Roberts.

'That's it. It's fackin' over, you nutter,' he shouts, throwing the head across the bar with some force. Unfortunately, it ricochets off the jukebox and bounces onto a table, knocking a drink into the lap of the local chief of police, who’s been watching the whole sordid performance.

So, there you have it. We were all eventually released after paying substantial fines and while at least some of the work we carried out at Bonneville did find its way, many years later, onto the Hayabusa, Don Prior was never quite the same again, though he did complete a successful 1981 summer season with a refurbished Mr Kenny Roberts as Kenny and Don on Blackpool’s north pier.

Morag McCuddie

From Cyril's memoirs dated 19 August 2007

I recently read an article about haggis stalking in the Scottish Highlands, and it took me right back to the late 1990s, a tuned Yamaha V-Max and Morag McCuddie, fearsome Queen of the Lathe.

Morag is an engineering legend within the industry yet all but unknown outside it. This could be down to her outright strangeness, but I'd say that makes her interesting. She’s certainly always interested me – but not in the way you might think. She stands six feet four and even now, in her 70s, has the physique of a Clydeside riveter, complete with ham-sized, hirsute forearms. She always wears a kilt, exposing mighty legs, and I certainly wouldn’t like to see those broad, calloused hands tossing anything less substantial than a caber.

We first met in 1958 when I was working for Ariel and we immediately got along well. I’d been sent to her workshops in Oban on Scotland's rugged west coast to convince her to try to iron out problems with the new Ariel Leader that had flummoxed the chaps at the factory. Morag was either idiosyncratic, an imaginative liar or plainly mad, depending on your view. During that first meeting she told me that she’d built the great Bob McIntyre entirely from spares and insisted that he only managed to pull off the previous year’s first ever 100mph TT lap thanks to last-minute tweaks she’d made to his pelvic oil galleries.

It was a lovely day in that summer of ’58 and she invited me to join her for a jaunt into the hills on scramblers. We rode for a couple of hours then stopped on a hilltop to admire the view, our bikes pinging in the background as they cooled. Morag turned to me with a wink and I watched as she reached down and opened the flaps of her knapsack. She reached in and pulled out a couple of mighty smoked salmon sandwiches and, more importantly, a large bottle of Glenfelch single malt whisky (label motto, “Ye'll sup more wi' a straw!”).

Well, my hazy memories of the rest of that afternoon come to me only in brief and seemingly unconnected episodes, like clicking aimlessly through YouTube. I know we wrestled, and I know that at least part of that wrestling took place naked. I know that we also rode the bikes in the buff and that for some of the time I wore a slice of smoked salmon both as a wig and a loincloth. The next morning, I could hardly move for midge bites, my skin a Square Four workshop manual in Braille. And to this day I have a scar on my right buttock in the shape of the exhaust heatshield on Morag’s B33. It has become a ritual that every time I see her I have to show this brand (I’m convinced she did it on purpose when I was comatose), at which point she roars with gravelly laughter and slaps me on the back with the force of a dockside crane.

So, jump forward to 1998 and my arrival in Oban to bring details of work Morag was to take on for Yamaha (my then employers). As usual, she mulled over the proposal for no more than ten minutes before suggesting a drink. She went to the courtyard at the back of the house and appeared from one of the outbuildings on her tuned V-Max. At Morag’s insistence I foolishly left my R1 at the house and climbed on the back.

By the time we reached the Beaver and Merkin I was in need of a drink and the first few pints of Grainger’s Disgraced Ghillie slipped down with unseemly haste. Before I knew it, we were deep in our cups and Morag was demanding I bear my buttock to show the heatshield scar. Despite the crowded tap room I did just that. But even after all those years I wasn’t prepared for the hearty slap on the back and, leather jeans like shackles around my ankles, I stumbled forwards, hit my head on the bar and was knocked out cold.

Apparently, Morag McCuddie collected me up like a rag doll, and without even bothering to pull up my trousers threw me over the back of the V-max, cowboy style, and rode home through the town. What happened between then and the next morning I have no idea, but I can tell you that the long ride back down south on the R1 involved a rather ridiculous number of comfort breaks.

Fox me! Fox me!

From Cyril's memoirs dated 17 July 2007

Glencrutchery this and Cronk-y-Voddy that has brought back vivid and frankly unsettling memories of the TT.

In 1998 I was there with Yamaha, meeting others from the industry for an annual pow-wow. A friend of mine, Paul Carlton, was racing a FireBlade in the Production TT as a privateer, so one morning after the first early practice of the week I went over to the paddock to see how he’d got on.

Well, poor old Paul was in a bit of a state. His mechanic, the only other member of his two-man team, had gone down with something tropical involving worms and orifices after an adventure holiday in Belize and would have to rest his spectacularly enlarged scrotum on a soft pillow for at least two weeks. I promised Paul I’d put the word out to see what could be done. That, as it turned out, was my mistake.

Steve ‘Deadly’ Davies came recommended via a friend of a colleague’s brother and warning bells should have rung when I sought him out at the campsite in Peel. His tent was draped with an army camouflage net and a crudely home-made flag fluttered above it bearing the barely legible words scrawled in marker pen, “Swift and Bald”. It later transpired that it was actually “Swift and Bold”, not his favourite two washing powders but the motto of the Royal Green Jackets, of which he claimed to be a former member. I tapped on the ridge pole and out stumbled a ginger-haired man dressed in a tartan dressing gown and huge slippers shaped like penguins. He clearly had no shame, something that would become apparent as the week wore on.

I left him to get dressed and when I returned to ride together to Douglas so Steve could meet Paul, he was dressed in garish full leathers made up of a patchwork of colours, making him look like a cross between a jester and a bean bag. But next to him stood a beautiful and elegant woman who, inexplicably, turned out to be his wife, Sacha (affectionately known as Basha, for reasons unrepeatable here). I was with my own lovely young wife, Francesca. We’d been married for just nine months and were virtually inseparable (literally so at one point, but that was a rare spasm and eventually solved with a squirt of Swarfega and a lollipop stick) and it was soon obvious that Sacha and Francesca got on like a house on fire. If only I’d found Steve ‘Deadly’ Davies as likeable. I recall sitting on our Yamaha R1 watching Steve go through a bizarre, tai-chi-style stretching routine, complete with muted squawks, before getting on his 600 Bandit. ‘He’s very keen on Jackie Chan,’ Sacha said, rolling her eyes.

As weird as Steve was, Paul was desperate for a spannerman and Steve talked the talk, so the problem seemed solved. However, I called by a couple of days later and things weren’t going well.

‘Cyril,’ said Paul, pink-rimmed eyes struggling to focus with sheer fatigue, ‘the bloke’s a nutter. For a start, he precedes everything he does with ridiculous martial arts moves, complete with sound effects, so everything takes forever, and this is despite constantly saying, ‘crack on’, which is something I’ve yet to see him actually do. When he does get to work he’s not bad, but the bloke’s living in a dream world. He whispered to me yesterday that he’s actually on the Island on secret army manoeuvres and might get called away at any moment. It’s patently bollocks, Cyril. I mean, this is the man who claims with all sincerity that his red hair is down to a Welsh ancestor having been raped by a fox. He hates the things with a passion.’

Things came to a head on race Thursday when Steve was caught in the paddock toilets sodomising a Basil Brush soft toy, insomuch as that's possible at all. As the police led him away in cuffs he pleaded that he was actually a copper himself (that did turn out to be true) and that he’d been ‘teaching that bastard fox a lesson’, a defence which later failed to convince the magistrates.

Rubber

From Cyril's memoirs dated 28 June 2007

The smell of warm rubber always brings back such powerful memories. The thrilling, acrid whiff from the snot-bobbled edge of a Dragon Supercorsa after a wild ride in Umbria’s Testa di Cazzo hills. The pungent, all-enveloping scent on entering a tyre fitter’s workshop – and look, there’s the man himself, hands glistening with rim lube. Then there are the thrashings I received from my father, wielding a 19in Avon ‘Ne’r-Breach’ inner tube (deflated, I’m sad to say, else beatings could have been quite comical). The faint smell of rubber on my mother’s lips as she kissed me goodbye before I set off for school (I’d always assumed it was from her Marigolds, though thinking back, she never used them). And the vaguely fishy pong from the air let out of a police Triumph T110’s tyres round the back of an Okell’s pub on the Isle of Man one year. Yes, tyres. Perhaps the most all-round sensorially stimulating part of a motorcycle.

I recall, back in the mid-Seventies, my then-wife Teresa (oh, you remember, the asthmatic one with a penchant for spit roasts and swearing) had a real thing for tyres. I discovered this by accident after spending an increasingly desperate afternoon in the garden trying to seat the bead on a Dunlop Gold Seal. It was a hot day and eventually I returned to the house, defeated, and flopped down on a kitchen chair like a wet rag doll. Teresa brought me over a cold tin of Double Diamond and the next thing I knew her hot-pants were hanging from the cooker hood and she was riding me like a Maico 250 over the Hawkstone Park whoops – fine with adequate damping and a fat knobbly, but I was merely a passenger holding on for dear life.

Then there was that time in Germany in 1994. A few of us were at a trade show in Berlin and one evening, after a few beers in the bar at the show, a chap called Terry Fletcher, the sales manager for an aftermarket spares firm that must remain nameless, decided it would be great fun to steal one of those huge Michelin Man costumes from behind one of the stands. He somehow sneaked it out via the goods entrance and we met him around the back. This costume was so cumbersome that Terry had to be helped into it and once in, couldn’t get out again on his own. After ten minutes of messing about, the taxi arrived to take us into town for the evening. We’d all had a bit to drink so we jumped into the cab and sped off laughing, leaving Terry lumbering around the deserted carpark.

About five minutes later we saw sense and turned back to get him, but we couldn’t find Terry anywhere. Only one of us had a mobile phone back then, so there was no way of contacting him and eventually we gave up and went into the city, assuming he’d gone off on his own. What we didn’t realise was that as we stuffed our faces with smoked sausage washed down with weissbier, Terry was stumbling around like an obese albino freak in the thick rubber suit, vision severely restricted, and eventually tumbled down a steep grass bank at the back of the main hall, becoming wedged between the spars of a stout wooden fence. He was there for five days and was in a bit of a state when they rescued him. I’ve since seen him attack a cuddly Michelin Man toy with the ferocity of a drugged and taunted pit bull. The scars are deep.

Finally, when riding hard I always bear in mind the advice given to me by Pietro Ficabagnata, chief tester at Pirelli in the late Eighties. ‘Cyril,’ he told me, ‘the tyre is a fickle mistress, with a full, rounded body and a powerful grip. Treat her with respect and she will bring you untold joy, but ignore her warnings and she will tear off your manhood and throw it over the hedge of uncertainty for the wild boar of skidding to feast upon.’ Wise words indeed.

Genius? Or insanity?

From Cyril's memoirs dated 3 May 2007

We are constantly surrounded by – and sometimes perched upon – stunning examples of modern engineering. But the people behind these creations are often anonymous. Well, I have to say that’s probably a good thing. I'm not saying that all engineers are strange, merely that their ranks appear to harbour a large proportion of what most people would call eccentrics.

Takatoshi Takahashi was one of the most brilliant men I’ve ever met, little known outside the industry in Japan, but seen as a demi-god by those within it. In mid 1996 he was given special access to a prototype of what would become the Yamaha YZF-R1, then known only by the codename of “Warm Turbot” (I believe it was meant to be “Hot Tuna”, but something was lost in translation). The idea was that he’d tune it to run in the following year’s Suzuka 8-Hour, campaigned beneath anonymous bodywork, then feed back his findings to Yamaha HQ. Well, that was the plan, and I’m afraid I feel partly responsible for what followed.

In summer 1997, I went to Japan from Yamaha UK to see Takatoshi while he prepared the bike at his clinical workshop in an industrial suburb of Iwata on the central eastern coast. Over the years, I’ve dabbled with various workshop machinery, rarely happier than when getting to grips with a mighty tool, and thanks in part to his excellent English, Takatoshi and I got on well. I was flattered when, a month before the race, he asked if I’d polish a set of conrods. I set to with the powerful bench polisher and all was going fine until there was an almighty clang and the conrod pinged out of my hands, across the workshop and struck Takatoshi squarely on the back of the head. He fell like a sack of water chestnuts.

The hospital released him later that day, claiming no lasting ill effects. However, he was a changed man. He no longer wanted me in his workshop (understandable), but neither did he want anyone else there, becoming ever more reclusive over the following weeks. Yamaha executives were rather taken aback by the armed stand-off with which they were greeted and no one predicted Takatoshi’s dramatic exit, aboard the now chopped “Warm Turbot”, the rider dressed in colourful ceremonial robes.

The bike was never seen again, but later that year a scientific expedition to the Ogasawara islands, south east of the mainland, stumbled upon an isolated encampment. There they found a small group of people involved in some sort of primitive cult, and though the hurriedly-taken photos are a little blurry, its leader is unmistakably Takatoshi Takahashi. More worrying was the object of the group’s fervent worship, a freakish, four-legged creature made of motorcycle components and animal hides. Worst of all, its monstrous head, fashioned from hunks and flaps of dried meat, bore a spine-chilling resemblance to yours truly. I had become a deity.

Another slightly unhinged engineer was Harry Teischman, who worked with me at BSA in the early Sixties, where he’d spend board meetings harvesting earwax and the nasal equivalent. We've all picked our nose or delved into our ears, but Harry could produce a prodigious haul. He would carefully roll his booty into balls before flattening them into discs. Then, as I watched from the other side of the table, he’d use his fingernail to work away at each disc in turn, but I could never see what he was doing.

One afternoon, the fire alarm sounded and after some grumbling we hurried from the room (since the time Edward Turner set fire to his trousers while doing the splits over a scented candle – it was some sort of a bet with Bert Hopwood – we'd taken fire alarms seriously). I was last out and, passing Harry's place, took my chance for a closer look. There were four discs in all, alternately of earwax and snot, and each displayed the initials of one of the people present at the meeting. The third disc (earwax) bore the initials CG. Voodoo? I would never have thought it except that a few weeks later Harry was found dead in his Solihull garden, slumped over a BSA Starfire wearing nothing but a goose-feather head-dress, his scrawny, pallid body daubed with strange runes rendered in green Hermetite. This upsetting scene was within a pentangle marked out on the lawn in empty two-pint Castrol tins. I mean, how shocking – a fragile 250cc single, of all things! It’s assumed he died of a heart attack attempting to start the heap of junk.

It came out of the sky

From Cyril's memoirs dated 2 April 2007

Reading Ben Miller’s recent comparison of the Honda CBR600RR and Kawasaki ZX-6R reminded me of the superb ZX-7R I had back in 1996. Actually, it was Ben’s talk of the ZX-6’s seamless fuel injection that really reminded me, because although I’ve always been a fan of carburettors, the ZX-7 was not the bike to be riding through the winter, because carb icing could turn it from a focused stallion into an unpredictable pig. And while there’s never a good time to be straddling any sort of a pig (those with a fruity palate might disagree), when there’s snow and ice on the ground it can be a nightmare, albeit one with a decidedly porcine flavour.

I recall riding up to see a friend who lived between Kendal and Penrith in the Lake District. It was mid-March and a period of mild weather had fooled me into thinking winter was all but over. How naïve of me. In my defence, perhaps I wasn’t seeing things too clearly at the time. I’d recently been divorced from Anoushka and it had been a stressful experience. Many things came out in court that were rather shaming – the fighting, the drinking and the awful temper leading to violence at home – but I could no longer put up with her behaviour and it was a relief to be free of the monster. So, not-so-young, free and single I fired up the ZX-7 and headed north with a small rucksack, a credit card and a walletful of folding stuff, aiming to have a blast of a weekend with my old mate Bob McDrew.

All was going well until I decided to leave the A684 and take some more nadgery roads in the Yorkshire Dales. I didn’t know the area, but I still had a few hours of daylight and the bike was running beautifully as we carved through the scenery. Once off the A-roads, there’s nothing like dry stone walls for sharpening the mind and on quiet roads the bike and I slotted into a groove. I could feel the tension of the previous months melting away and my spirits soared as the roads climbed higher.

When the temperature drop came, it was quite sudden, as was the appearance of a threatening blanket of low, grey cloud. I remember the bike started playing up soon afterwards. Throttle response went to pot, with the engine sometimes picking up immediately, other times not until after a huge lag, and even then the power was intermittent. My steed had turned into a rocking horse. I pressed on in the descending gloom and before long was wiping slow from my visor every few seconds. Now, I know I was old enough to know better, but surely we’ve all done it. Although I knew I ought to slow down, I was also anxious to get back to the main road, so I pressed on, the bike now lurching and coughing like a three-legged asthmatic camel (what do you mean you've never ridden one?).

The highside should have been no surprise, and I suppose to me it wasn’t. However, to a certain occupant of the roadside field I suspect it came as rather a shock. I was pitched into the air and over a low wall, landing heavily still in a riding crouch. There are two noises I shall never forget. One is that of my beloved ZX-7R revving its tits off somewhere out on the road (carb icing now not seeming to be a problem), the other is the bizarre honk of a rotund Swaledale ewe being squashed by a man descending from a snowy sky dressed in full leathers. Its life was not given in vain.

As night descended, I had a five-mile trudge before I saw the welcoming lights of a remote pub. After a hot bath, an enormous shepherd’s pie (seemed a little disrespectful in the circumstances, but it was delicious) and several pints, I was highsiding 30mph faster and flying 30 yards further. I’m not sure that the barmaid believed a word, a beautiful young Italian called Francesca, in England to improve her English and who owned a classic Husqvarna scrambler. Did I offer to school her in my native tongue? That’s another story.

Extremely good vibrations

From Cyril's memoirs dated 15 March 2007

I'm often asked, 'Cyril, why are your recollections so full of smut and filth?' I can only hold my hands up and say, Mother, I've lived a charmed life full of good fortune.

The other day, Francesca and I were poring over the January issue of Bike and the luscious photos of the new Ducati 1098. We agreed that certain motorcycles really do have a certain sex appeal in themselves, and I can assure you it goes beyond the merely academic discussion of bulges, tubes and orifices.

Many years ago I had a Suzuki GSX-R750H, hard to believe now, but there was a time I could bend this old frame of mine to fit a supersports bike. And talking of bending my frame, this was when I was married to former Soviet discus champ Anoushka (she of neck-twisting thighs and killer right hook fame). She always loved the bikes and would climb on the back at any opportunity (she'd climb on my back at any opportunity, but that's another, rather painful, story). The woman was a real speed freak and always urged me to go faster, whatever bike it was we were riding. But when it came to the Gixer, it was different. We'd get up to about 80 and she'd start nudging me in the kidneys to slow down. This would generally happen on long stretches of boring road, such as a motorway.

It wasn't until we tried an intercom that I realised what was going on. It turned out that in top gear at 80mph the 750 would produce a particular frequency of vibration through the subframe. I'd never really noticed this, but Anoushka certainly had, as betrayed by barely stifled whimpering and laboured breathing one day on the M6 between Kendal and Moffat (normal enough after a service station lunch, but we hadn’t stopped). And there was me thinking it was the fresh air leaving her rosy-cheeked at the end of a good ride. The intercom didn't last long, by the way. Ever had 110 decibels of Russian profanities piped directly into your ear while trying to find an obscure address in an unfamiliar city?

Another experience I had happened when much younger. I must only have been about 18 years old and riding around on a tatty AJS single. Well, you chaps will know what it's like when a healthy teenage body is flooded with out-of-control hormones; a nanny goat in a summer dress could have given me a stiffy, but the vibes created by the old Ayjay would cause trouser anarchy.

I recall having to run a package round to a local engineering firm, the aptly named Upright and Sons. It was a mild day and I had on a woollen jumper, with no jacket, and loose-fitting worsted trousers. Traffic was heavy and I had to make several detours before I reached the Upright offices, by which time I could have honed a Panther cylinder with my own special tool. The cruel trick was that after ten minutes or so of these vibes the old todger would be left practically numb and I'd become pretty much unaware of it.

Have you ever seen a woman faint? I entered reception with the package in my hands and as I walked across to the desk I saw a look of absolute horror on the aged receptionist's face. Her gaze was fixed firmly on my groin and by the time I'd realised my predicament it was too late, up she stood and down she went. This was, let's remember, 1953, a more reserved age. I'm sure if an 18-year-old arrived in such a state these days the receptionist might well go down, but in an altogether different way.

I was terribly sad when I sold that bike, rattly and slow as it was, but the old boy who bought it was thrilled. He never let it out of his sight and even when he became too old to ride he could be seen sitting on the Ayjay on his drive, revving the thing rhythmically, a wistful smile on his dreamy face.

Thunderballs

From Cyril's memoirs dated 2 February 2007

It was 1964 and I was a young and, whenever possible, thrusting Global Sales Director at Triumph, but as Triumph was by then controlled by the mighty BSA I was generally aware of what went on at the Small Heath HQ. Back then, the Cold War was at its height, as were James Bond films, with Goldfinger on the screens that year (I saw it in a Soho cinema and was expecting something entirely different). There was another film already in production – Thunderball – and BSA was approached by special effects genius John Stears (who later won an Oscar for his work). He wanted to equip a performance motorcycle with rocket launchers, to be ridden by the SPECTRE agent Fiona Volpe (played by the really rather stunning Luciana Paluzzi, who happens to be Francesca’s aunt’s godmother’s niece, but I digress).

All went very well and Stears got a 650 Lightning on which his own people did a lot of modification work. Months later, there was a special private preview of the film at the Birmingham Odeon to which various members of the BSA board were invited, including Harold Armstrong and Edgar Smeer.

Armstrong and Smeer were long-serving board members with solid engineering backgrounds, which makes what follows all the more baffling. They were, as a pair, so taken by the stunts they saw in the film, featuring a pneumatic woman in tight black leather shooting rockets from her Beeza, that they took it upon themselves to develop their own fully-functional version of the bike, no special effects needed. They rightly assumed that they’d never get official approval for the work but convinced themselves that the Ministry of Defence would be thrilled with the machine once presented with it. At the subsequent trial at the Old Bailey they referred to the disastrous events as ‘snags’. The judge, I recall, preferred the term ‘criminal negligence’.

Thanks to BSA’s background as a gun manufacturer, Harry Armstrong had several useful contacts in the arms trade, which was how he managed to get hold of the anti-tank guns which were fitted to the side of an A65 Firebird street scrambler. After various bench tests and many hours with the slide rule, Armstrong and Smeer decided to take the contraption to a disused airfield for secret tests. We should be glad that they decided to film their exploits as the grainy black and white footage provides a valuable document (reputedly available in some obscure corners of the internet, though I've never found it, and even Francesca's deft young fingers fail to raise anything despite intense googling).

The footage, as shown in court that day, begins with Armstrong and Smeer unloading the bike from the back of a Commer van on a bleak and blowy airfield (I forget where). The bike looks proficient enough, with the launchers attached to its flanks. But then, from the back of the van, emerges the bizarre sight of Smeer's secretary, Janet Jones, dressed in a replica of the leather catsuit worn by Fiona Volpe in Thunderball. All very well on a toned Italian siren, not so fetching on a middle-aged mother of three a little too fond of the biscuit barrel. The impression was of an over-stuffed black pudding at bursting point. The men had clearly convinced her to take on this role purely for their own pleasure as her riding skills were not the best, as soon became clear. In fact, one wonders whether the whole venture wasn't focused solely on getting Janet Jones into a leather catsuit, an endeavour that I imagine required a couple of hefty lads and a pint of baby oil.

Anyway, the A65 was fired up and, with Armstrong filming furiously, Janet Jones squeaked onto the saddle with the sound of a hand being dragged over a highly-inflated balloon. The following events happened very quickly indeed and I recall the court re-watched the footage in slow motion many times. It seems Janet released the clutch rather abruptly, the back wheel stepped out, the bike went down on one side and one rocket shot out and destroyed the Commer, seen exploding in the background. Janet, now sprawling on the tarmac, is highly compromised as the catsuit's gusset seam finally gives up and bursts wide open (ah, now I remember, it was Blackbushe airfield in Hampshire) and Smeer flings himself on top of her in what he claimed to be an attempt to 'preserve her modesty', though I've never before heard it called a 'modesty'. It's clear in the footage that she sees things differently and the ensuing fight goes on for almost a minute, the dedicated Armstrong not missing one second with the camera.

It's a shame that the film ran out before the arrival of the police soon after. What they found was a scene of devastation, degradation, broken machinery and a grown man crying – a scene that by the decade's end would be fairly normal at the increasingly troubled BSA.

Lord of the Flywheels

From Cyril's memoirs dated 22 January 2007

What first set me off on this passion for motorcycles? I can still remember the day that started a lifetime's obsession.

It was summer 1945 and my brother and I were at Uncle Gilbert’s place near Uttoxeter. I was ten years old and distinctly recall emerging from the improvised swimming pool my uncle had made using hay bales and a tarpaulin. He was on the gravel path on a large motorcycle, watching us intently with a far away look in his eyes. I ran over and he picked me up in his strong arms and lowered me gently onto his big thumper. It was such a rich sensory experience, the smell of warm lubricant, the feel of ribbed rubber in my hand as I reached out and gripped tightly, and when he loomed up behind me and thrust hard with an animal-like grunt, the thing came to life between my legs with a pulsing throb and I was left breathless by the whole amazing experience. At that point something happened deep inside me. Yes, Uncle Gilbert had planted a seed. Five years later I was a messenger boy at Ariel and the rest, as they say, is sub judice.

Many years later still, in 1976, I was UK Sales Manager for Honda. It was my first time working for the Japanese after years with the British industry, and I was keen to make an impression. It was that memorably scorching summer and in those pre-Playstation days the streets and parks were filled with youngsters. One day, I stopped at the edge of a park in Chiswick to double check something on a new Gold Wing I’d taken for a spin from the Power Road HQ. Within seconds the bike was surrounded by chattering, goggle-eyed kids keen to know everything about it. That got me thinking; why not set up a special day for youngsters to introduce them to the wonders of motorcycles? Some might immediately take up off-road sports, others might start saving for their first road bike. It couldn’t fail. Or so I thought. I’d decided to keep a diary of events that day, to enable me to pinpoint the most successful areas for replication nationwide. What follows are extracts from that notebook.

09:30 Saturday 21 August, St John’s Park, Chiswick
Hot and sunny. Bikes all here and on display, including CB125S, CB750F1, CJ360T (though God knows why), CB400 Four, XL250 and GL1000 Gold Wing. People beginning to drift in. No sign of Bill Curtis [my Dealer Liaison Manager]. All bikes to remain strictly stationary with engines off!

10:40 Place filling up nicely and the kids love the XL and the Gold Wing in particular. Some rather fetching young mums around, too! Apparently Bill is organising a refreshments truck and will be along shortly. Small fat boy has just fallen off the stationary CJ360 and torn his shorts. Will have to placate irate father.

10:55 I take two aspirins for the pain in my cheek and although I cannot currently see out of my left eye I’m assured that the swelling should quickly subside. He really was rather angry. Bill Curtis has arrived, ushering in a large snacks wagon that appears to sell alcohol. Maybe not the best thing at this event, but still, I might have a quick snifter to help with the pain.

12:15 Marion is absolutely stunning, although her 15-year-old son, Wayne, is a little shit. Pain is easing nicely thanks to Mr J Walker. After much badgering, decide that starting the engines is fine. But definitely NO riding!

14:40 Luckily, it was the XL that was ridden into the ornamental fish pond and it showed its off-road ability to the full. Unfortunately, Wayne, flapping from the bars like a rag doll, found it all rather a shock. Perhaps I shouldn't have leaped from the pillion, but it seemed a hopeless and extremely dangerous situation. Bugger that!

16:20 Bill has totalled the Wing. I don’t know how it happened. Susan (or Sally?) and I were ensconced in the herbaceous border discussing the effect of crankshaft off-set on piston skirt friction levels. I emerged to see the bike on fire in the middle of the bandstand. The CB125 and XL250 are now wailing skeletons ridden by youths stripped to the waist, their bodies painted with ash from various fires. I appear to have created Lord of the Flies on wheels. What fun. Another drink, I feel.

23.15 Released on bail pending appearance at Acton magistrates court. I seem to have lost my trousers. Not the best of days. Whole thing needs a bit of a rethink.

The TriBSA bonk plot

From Cyril's memoirs dated 14 December 2006

‘Get me Ago’s sperm!’ And with that shout from the boardroom so began one of the strangest and most regrettable chapters in the history of the British motorcycle industry.

This year I’ve spent many a happy hour glued to the screen watching lithe youngsters perform while a foaming stubby sits snugly in my hand. MotoGP has been thrilling, but how much more thrilling it would be for us Brits if we had a bunch of riders out there capable of getting on the podium. No disrespect to James Elison, [now James Toseland – Ed] who at least gives us a presence.

In the late Sixties we Brits were beginning to struggle both on the track and in the showrooms. When Mike Hailwood retired at the end of the 1967 season, it left only Phil Read with a real chance of winning a prestige title (which he did admirably, with a 125, two 250 and two 500 crowns between 1968-’74). But it was clear to all that the glory days were coming to an end and something had to be done. There was much talk of racing academies and the like, but nothing has even been divulged of the plot to systematically breed fresh racing stock. It was a dark period in Britain’s proud motorcycling history.

By 1968 the boardroom at BSA-Triumph was being infiltrated by accountants and marketing men with little background in motorcycling. The future looked grim for this once immensely successful industry and they were desperate for a solution. In November of that year, three directors – Tom Wildman, Terry Sheldon and William Atkins – gathered for an informal meeting at the Talbot Inn, Leamington Spa. The discussion that took place over pies and pints today beggars belief. It was agreed that what dealers needed was not only a high-tech product to combat the increasingly popular and sophisticated Japanese motorcycles, but also a highly-talented British racer to put the firm’s name on the podium (imagine how Ducati feel right now, with Capirossi [now Casey Stoner – Ed] doing the business for them). However, BSA-Triumph's methods were questionable to say the least.

It’s said that Atkins first proposed obtaining Phil Read’s sperm with a view to creating a test tube racer, as it were, even offering up his own wife, Glynis, as the carrier. However, although in vitro fertilization was in development, the first success wouldn’t come for another ten years and it was decided that given Triumph’s inability to get a reliable oil feed to rocker spindles, the chances of manipulating Read’s lively semen into the right nook or cranny were minimal.

It was then Sheldon who suggested that surely the thing to do would be to select a young, healthy woman, fully paid for the task, to seduce a racer and fall pregnant, the progeny to then be raised in an environment that would nurture his inbred racing talent. And why not, he suggested, aim for the top? Giacomo Agostini had already won four world titles and showed no signs of slowing.

So, the buxom daughter of a former British racer of some repute (doubling their chances of producing a racer-baby, so they argued) was enrolled for the job and packed off to Italy with the aim of draining Ago dry. The firm lost contact with her after two weeks and after a couple of months had given up hope of ever seeing her again, assuming she’d simply done a runner with the down payment of 400 guineas. But five months later she returned, clearly pregnant. Champagne corks popped in the boardroom.

However, doubt was soon cast over the child’s parentage. Rumour had it that the midwife sprang back in shock when the glistening infant slipped out and emitted an unearthly, guttural howl. He had more of a pelt than skin and by the age of five his Cro-Magnon features and inability to master simple words were giving serious cause for concern. Unfortunately, he was never able to cope with riding even a tricycle, a nasty tumble mercifully knocking out one of the buck teeth from his hideously overcrowded gums and leaving his ginger mop with a slight bald patch. A child of Ago's? Never. He was, however, extremely dexterous and when presented, aged 7, with an 80cc Italjet scrambler he rapidly converted it into a rudimentary two-speed ploughing device.

Aged 11 he escaped into the wild and, now in his thirties, is believed to be living a feral existence in the dense forests of Cannock Chase in Staffordshire. Rumours that he’s being stalked by Foggy Petronas trappers, keen to offer him a development engineer position, are completely unsubstantiated.

Testing times

From Cyril's memoires dated 7 November 2006

The Kawasaki ZZR1400, Suzuki Hayabusa, even the ageing and relatively sane Honda Blackbird, we’d all have given a testicle to medical science to have just one day on any one of those bikes back in the spring of 1960. Why? The first stage of the M1 motorway had been opened in December 1959, a 50-odd mile stretch from Watford, Hertfordshire to Crick in Northamptonshire (now junctions five to 18). Mostly three lanes, almost empty of traffic and absolutely no speed limit whatsoever (they didn’t spoil the fun until 1965).

At that time I was Overseas Sales Manager at BSA and for a short while, with the new M1 just a 30-mile hack away from the HQ in Brum, unofficial high-speed testing was frequent and exhaustive. It might have heralded a golden era of test riding at Small Heath, but I’m afraid the whole subject of testing on the M1 came to be seen as something of a curse.

Test riding bikes on the M1 was officially frowned upon by BSA, but despite this, testers would often hammer up and down at full tilt enjoying the relative space and the chance to hold the bike on the stop for sustained periods. Sometimes they’d be spotted by management lackeys and reported, other times news of an unfortunate incident would unavoidably reach HQ. There was the time that Harry Charlton rammed an old Golden Flash test mule beneath a lorry carrying effluent to a sewage works, rupturing the tanker and causing a lethally slippery and nauseatingly pungent slick to spread across the whole carriageway. From then on the bike was known as the Golden Flush and Harry as The Crapped Crusader.

Another incident involved veteran test rider Sid Turnbull, who’d stopped by at a friend’s abattoir near St Albans to collect five gallons of pigs’ offal to feed to his five Red Setters. The offal, in a thick, flexible, black rubber tub, was precariously strapped to the back of an A7 Shooting Star. Just outside Potters Crouch, with about 80mph on the vibrating clock, the bag slipped round, jammed the back wheel solid and the bike went down. Sid ended up in a field, where he lay unconscious for about 20 minutes, meanwhile, the Potters Crouch police, unused as they were to dealing with high-speed traffic accidents, decided that the splat of bloody guts they found on their arrival was the inevitable result of having a speed limit-free motorway. This, they muttered among themselves, was the carnage of which they had warned.

So management got tough and when the next rider was caught on the M1, a youngster by the name of Johnny ‘Fireball’ Jameson (that’s another story), he was summoned by none other than the Chief Executive, the eccentric genius Edward Turner.

Turner was a daunting man. Though nearing retirement he still cut a powerful figure but had always been known for a certain maverick approach. It was around this time that he was putting a lot of effort into designing a scooter to rival the successful Italian models and I suspect the pressure was leading to increasingly erratic behaviour. (Incidentally, left alone in his office one morning, I couldn’t help noticing some scribblings on his desk jotter, possible names for the new scooter. Marilyn, Lana, Betty. No, no. Edna, Ethel. THINK MAN!! Maud, Mary. BOLLOCKS! BOLLOCKS! BOLLOCKS! They eventually settled on ‘Tina’, so to speak.)

Well, young Johnny went into the great man’s office and the door was closed. We’ll never know exactly how the conversation went, but the next thing anyone knew, Johnny emerged with Turner on his back, riding him piggy-back. Johnny was straining to maintain balance and momentum as Turner, a portly man stripped to his vest and pants and sweating profusely, whipped his mount with a clutch cable, shouting, ‘This is how to bloody test ride, you sodding young upstart! I’ll ride you to hell and back, you jive monkey!’

When Johnny finally collapsed just outside the toolmakers’ workshop after an agonising ten-minute gallop, Turner simply strolled back to his office as if nothing had happened and the incident was never spoken of within earshot of management. From that day BSA testers were very cautious about using the M1 for work, lest they too should be subjected to what became known as ‘the Teddy-back ride’.