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3 Vase B team at left, 5 man Trophy team, then 3 Vase A at the right, all reserves organizers & officials are in this picture kindly given to us by Barber Clothing from their Heritage Archive

Just click www.silverdragons.co.uk to see the full results plus story each day in "The Great Trial" section.

International Trial!' screamed headlines on local papers as 237 competitors assembled at Llandrindod Wells base. The Official programme following has a German BMW Rider passing through Llandrindod Wells main street near the present Day Museum in 1938. 93 foreign riders had arrived, foreign flags fluttered from houses, hotels, garages & easterly winds said seldom to touch this area and which from lore are claimed to blow nobody any good prevailed. 'Period' Hotels remain to this day virtually as they were then. Organizing party Auto Cycle Union had forsaken its pre WW2 Headquarters the Belmont Hotel to establish its office at Metropole Hotel. An encampment of promotional tents, stalls, boldly marked trade vans plus marquees, banners, bunting, logo emblems, of lubricants, tyres, motorcycle and accessories companies all attempted to be in the background of pictured angles of the starting line, weighing in area & parc ferme. Each attempting to display why & how their own wares were far superior to all else. Feridax provided helmets for the British team, plus for Eastern bloc riders who arrived without crash helmets required for the final Day at Eppynt's Speed Trial portion of the event held on the 5.2 miles per lap largest TT Race Circuit on Britain's Mainland. (which remains intact on MoD Land to this day) Unfamiliar languages became progressively louder from first light, more numerous, from more directions sometimes accompanying & being drowned by unheard of before engine noises. Buzzing, barking, purring motors of factories far from UK shores in two strokes, fourstroke varieties. Subdued singles, staccato singles, droning & buzzing multi cylinder power plants of a bright gleaming range of sparkling machines all brought from around the world to Llandrindod Wells, survivors of tests were to grace a grand finale to be held at Eppynt's 5.2 miles per lap mountain Circuit where Edelweiss grows. Sertum, Morini, Gilera, Moto Guzzi, MV Agusta, Condor!, Jawa, CZ, Csepel, & many many more supplemented the ones of Britain & Germany & America. Weighing in, sealing, examining entered machinery by Auto Cycle Union officials commenced at 10 am. Morini had up to & inc. 1949 used DKW based twostrokes & entered 3 virtually standard machines, Ernesto Longeni earned them a single Bronze Medal, after this Morini changed to fourstroke machinery.

'International Trial!' screamed headlines on local papers as 237 competitors assembled at Llandrindod Wells base. The Official programme following has a German BMW Rider passing through Llandrindod Wells main street near the present Day Museum in 1938. 93 foreign riders had arrived, foreign flags fluttered from houses, hotels, garages & easterly winds said seldom to touch this area and which from lore are claimed to blow nobody any good prevailed. 'Period' Hotels remain to this day virtually as they were then. Organizing party Auto Cycle Union had forsaken its pre WW2 Headquarters the Belmont Hotel to establish its office at Metropole Hotel. An encampment of promotional tents, stalls, boldly marked trade vans plus marquees, banners, bunting, logo emblems, of lubricants, tyres, motorcycle and accessories companies all attempted to be in the background of pictured angles of the starting line, weighing in area & parc ferme. Each attempting to display why & how their own wares were far superior to all else. Feridax provided helmets for the British team, plus for Eastern bloc riders who arrived without crash helmets required for the final Day at Eppynt's Speed Trial portion of the event held on the 5.2 miles per lap largest TT Race Circuit on Britain's Mainland. (which remains intact on MoD Land to this day) Unfamiliar languages became progressively louder from first light, more numerous, from more directions sometimes accompanying & being drowned by unheard of before engine noises. Buzzing, barking, purring motors of factories far from UK shores in two strokes, fourstroke varieties. Subdued singles, staccato singles, droning & buzzing multi cylinder power plants of a bright gleaming range of sparkling machines all brought from around the world to Llandrindod Wells, survivors of tests were to grace a grand finale to be held at Eppynt's 5.2 miles per lap mountain Circuit where Edelweiss grows. Sertum, Morini, Gilera, Moto Guzzi, MV Agusta, Condor!, Jawa, CZ, Csepel, & many many more supplemented the ones of Britain & Germany & America. Weighing in, sealing, examining entered machinery by Auto Cycle Union officials commenced at 10 am. Morini had up to & inc. 1949 used DKW based twostrokes & entered 3 virtually standard machines, Ernesto Longeni earned them a single Bronze Medal, after this Morini changed to fourstroke machinery.

Dave Hanson from near the actual course was 7 to 8 yrs. old when he aquired a pic. in a book he obtained circa 1950/51 & since there are no Lights fitted & no helmets used this looks to be 1949 ISDT, can anyone help us with competitor 104, 'does not look UK rider. thanks from all to Dave Hanson. If someone cd. identify the location too!!! SUPERB>

Harold Tozer driving & passenger Jack Wilkes on a Works 500 BSA, that very same machine reached Auction in the Early Stafford 2009!.

The first day's course with times expected for it's stop at CRAI!., Few recall that this was the first event for a John Brittain, privately entered at eighteen years of age on a 125 James!, son of Vic Brittain the pre WW2 ace, & elder brother of Pat Brittain, the Royal Enfield saga continued from the 1950 & onwards, with the Senior expert Jack Stocker a boon to all when the RE twins were being used in the 50's.

Harry P Baughan had been regarded as the mastermind of these events, precise & supported along with what was regarded as two perfect secretaries, the misses Grant-Heelas. Host Nation's lightweights & sidecar outfits would be the first to be placed under scrutiny. Next at 10 am. on Sunday, teams from outside UK were accommodated, last of all British Military teams. A late flurry of arrivals along with special dispensation cases plus a gorgeous green Sunbeam sidecar outfit prepared by ace sidecar arrangement specialist Harold Taylor. Switzerland's Trophy team used machines with a name normally associated with a South American bird of prey, i.e. Condor. transverse sidevalve twins, with shaft drives, solos of 578.5 cc plus sidecar machines of 745 cc capacity the general outline seemed to bear strong resemblance to earlier BMW's & mystery over the earlier BMW toolworks whereabouts was raised. The swiss team and crews strangely elected not to spend their settling in day on the old POW camp cum Artillery range, Eppynt. Course card supplied by Steve Wedgbury it had been used by his dad!, several follow below

The same course route shown here for days 2 & 3 was used but in a different directions, similarly the course shown on the chart below had it's charted course used in both directions on days 4 & 5.

this is 4th Day, 5th day on course follows below as well, thanks to Steve Wedgbury

Left is Les Archer, this does not look to be at Llandrindod Wells though & who is that on the Triumph on the right?.

November 2007 is a Janet Isaac pic of that lower pointed part of the Circuit, Dixie's Corner, viewed from behind the Balloted TT starting grid. Dixie's corner joins the straight ahead road on the far side of the buildings. The Finale! & More than just Grand on both 1949 & 1950 occasions, absolute Speed Trials would be on Eppynt TT Circuit, THE LARGEST ON MAINLAND BRITAIN, a 5.2 miles per lap course, circa 1500 ft up in Eppynt Mountains where Edelweiss still grows & where TT Races from 1948 to 1953 can be seen in www.silverdragons.co.uk click to see that site or www.sandspeedwales.co.uk for earlier racing.

This is where the Speed Trials took place, on the 5.2 Miles, largest TT Circuit on Mainland Britain AND IT STILL EXISTS!!

Eppynt mid afternoon Nov 2007 awaits her cold mist coverage

Eppynt, still a barren Mountain Top Army Training Range a minute later

Taken 3 minutes after that cold shroud coverage approaches. (Oo'er I'm off!)

(This is a CONDOR still in use in Netherlands, which must have been 'a lump' to be taken on the 6 Days trial course both in solo & sidecar trim) It was announced by the Condor team that Methodical preparation was their chosen option. Sunday actually had a rather grand entry to the location by Swiss Diplomats, Colonel Jean G Reiser as Military and Air Attache along with Mr V Umbricht, their Commercial Attache. Britain's Teams: TROPHY: P H Alves 498 Triumph, C M Ray 497 Ariel, F M Rist 498 BSA, B H M Viney 498 AJS. SILVER VASE 'A': A F Gaymer 498 Triumph, W J Stocker 346 Royal Enfield, S B Manns 498 Triumph. SILVER VASE 'B': J E Breffitt 490 Norton, E Usher 498 Matchless, W Nicholson 498 BSA. RESERVES: D S Evans Ariel, J Blackwell Norton. a large number of trade & Manufactured products & accessories were 'unobtrusively' supported. British Competition Teams machinery innovations had air inflation bottles fastened to tops of rear chainguards or primary chaincases. Nortons were fitted with the light conical Manx hubs otherwise only seen on the racers. Triumphs had dispensed with the heavier sprung hub fitment, prefering to depend on a lighter simpler quicker to remove ordinary rigid hub. 'G' model gearboxes appeared on Royal Enfields with lower than Standard gear cluster ratios.

Big thanks to Steve Wedgbury in helping recall news of the day!

The Speed trials 6th day location on the Largest TT Circuit on Britain's Mainland, with below the tiny Czechoslovakian machine in the winning Team! at the join of Dixie's Corner, buildings are out of sight to left of this picture frame.

The slick Italian team on the Speed Circuit at Eppynt here on Sertums & riding as if in formation

Here is an Italian Sertum as it emerged in 1938, developed & later with modern rear suspension it was used in the 1949

Here in the afternoon is S B Mann on his brave attempt to gain Bonus points ridinig a 500 Triumph heading thru Dixies Corner. Again, this was kindly supplied by Barbour Suits from their Archive.

This picture taken at Llandrindod Wells was puzzling all until we found the assembly of riders was not actually the 1949 ISDT Team but those selected in a 2 days Trial in Petrol shortage days to select the teams to go to the Italy ISDT in 1948. Fred Rist is second from left, can visitors identify others to us?. The 1948 Team Selection account. That same 1948 Eppynt TT Race day, over in Llandrindod Wells, despite haranguing criticism, ‘Government Officials’ had reduced a permitted level for Britain’s ISDT Team selection trial. They were being described as being so lacking in imagination they would jeopardise success of a National Team in an International contest by forcing a stern 2 day Test to reduce an allowed fuel quantity by more than half!.

A revolution seemed imminent, at least in the press!, a Ministry of Fuel and Power official had reduced the amount of Fuel that A.C.U. had applied for, to hold a rehearsal for selecting International Six Days Trial teams. (Sacrilege?)

Speed tests were to be held on Eppynt course Tuesday, this time with ‘crash hats’, and a forecasted only a whiff of petrol, though strangely, nobody is actually reported as having run dry. The ‘black market’ saw us right!!.

This Mid Wales location had been selected directly since many sections still remained of the 1938 I.S.D.T. which had been held there, course plotter! - H.P. Baughan, the very man that built his own Trials sidecar outfit, with a Stephens motor and called The Stag, Dave James recalls had been instructed to plan a course to find weaknesses in men or machines, now bearing things like improved suspension layouts, WD type air cleaners. Jack Stocker’s rigid frame Royal Enfield ‘J’ model type now seems to have been a link with the past. Neat Triumphs, plunger Ariels, Alloy engined BSA, Pre-featherbed framed OHC Nortons, Batteries to help lighting, KLG plugs expert Rex Mundy was present plus Dunlop tyres man Dickie Davies. Even a Manufacturer’s Union Director, Major H.R. Watling was prominent, ACU’s Harry Cornwell too. Private entries included Miss Olga Kevelos, 347 AJS. Australian D. B. Williams on a 498 AJS. Plus a 3 man B.A.O.R. team all on 498 Matchless, Sgts. A. Hanson & J.W. Ward, plus Pte. J. Hall.

A STOP PRESS report on the selected teams – after a ‘late-night deliberation’ by the A.C.U. committee, terminating at 2.30 am Tuesday morning showed the teams as follows, reported by telephone, called in from "Mercury".TROPHY TEAM

A. Jefferies, Capt. 498 Triumph.

V.N. Brittain, 346 Royal Enfield.

C.N. Rogers, 346 Royal Enfield.

B.H. Viney, 498 AJS.

J. Williams, 499 Norton.VASE"A"TEAM

P.H. Alves, 498 Triumph.

C.M. Ray, 497 Ariel.

J. Stocker, 499 Royal Enfield.VASE "B" TEAM

J. Blackwell, 499 Norton.

A.F.Gaymer, 498 Triumph.

F.M. Rist, 348 BSA.RESERVES

E.J. Breffitt, 348 Norton.

G. Eighteen, 498 Matchless.

T.U. Ellis, 346 Royal Enfield.

Thus had passed 1948! British 1948 ISDT Trophy winning team in San Remo was A Jefferies, B M H Viney, Jack Williams C N Rogers, Vic Brittain, Silver Vase taken there by P.H Alves, C M Ray, W J Stocker some must be in this pic.

Individual modifications such as keyhole shaped slots in the securing points of his magneto contact breakers cover saved J Blackwell a need to spend time removing such pins, simply, quickly slacken slightly then turn a little to remove. Cheerful Jack Stocker busily marked his points covers with a hacksaw blade to aid rapid refit positioning whilst pretending to observer that he needed to know whether spanner or feeler gauges went betwee pints faces. Hugh Viney's machine became declared to be "naturally one of the best prepared". First accident 'award' for newshounds to scoop quickly on Saturday went to C Ubtali of Italy, 123 MV for a collision with a small car, 'prevailing easterly was quickly blamed for this by a local street philosopher!. Sunday weigh in of foreign teams brought locals out in their 'Sunday Best', floral dresses for ladies, Summer wear for Gents. The crowd gathered as interest grew. Monday morning 6.30 am scheduled start was attended by circa 300 well wrapped up enthusiasts, press parties along with the curious. Timekeeper A L Ebblewhite prepared for the Official starter, a Mr Peter nortier of Holland, President of CSI (The International Sporting Committee) of the FIM to send forth the first pair of competitors. 1949 ISDT officially started when a British 11 years old 346 Royal Enfield sidecar outfit driven by F H Carey set out along with M Hajdu of Hungary on a 98cc Csepel. Shocks commenced plus glee & scarce copy for the presslads when F H Barnes failed to appear with his 348 Ariel sidecar outfit, a Speedtwin screeched off to his hotel to find he had not been called & within 14 minutes a breakfastless Barnes appeared on the start line. R Ghiazzi of Italy took 90 seconds on the line to get his 500 Moto Guzzi running. Czech. J Novotney needed 12 mins to get underway after stripping all electrics including the hooter from his 250 Jawa leaving a scornfull scribe to declare to his readers that trouble had obviously been carburetter starvation not electrics.

From left Johnny Draper, A (Bert) Perrigo BSA head man who had ridden for BSA in 1937 ISDT then Frederick Maurice Rist & the young New Yorker (USA) Tom McDermott adopted & supported by the BSA Team at 18 yrs of age, (Tom made it home) to win a Gold Medal & far right is Bill Nicholson, Fred Rist from 1936 & thereabouts was a staunch BSA man, his Home Neath & Port Talbot club right up to this present day hold the Fred Rist Trial, for old machines too. Fred led British teams to Victories galore & would display BSA's twins at Pendine Sand Races as well as the Gold Flash Models in Six Days Trials events, commercially the cheapest 650 in Britain, A planned & developing BSA OHC Twin was quietly shelved, few have ever known of or seen the prototype.

This was the 650 BSA twin swinging arm version at Pendine with Mr Rist aboard, Roland Pike had been involved in Race development.

Tommy McDermott, as the young USA star who rode for BSA, nowadays he has a huge Harley dealership USA side.

The entire text & results of 1949 can be found in the www.silverdragons.co.uk The Great Trial in 1949 section, here is Geoff Micah's dream machine, Geoff was an 11 yrs old lad in His Parent's Hotel at Llandrindod Wells, The Llanerch Hotel when Buster Cunningham & others rode in. (Buster, an AJS Test rider, can be seen in the 1938 section even in Donnington Speed Trial day plus his good lady can be seen being photographed at Cynghordy Post Office with locals plus Swiss Sidecar team riders). Geoff now has this rare machine for himself! Geoff got in the habit of wandering down to look at the bikes, pretending to ride them as 11-year-olds will do. His curiosity was rewarded one morning when a competitor called Cunningham, who rode a big silver AJS, hoisted him onto the pillion seat for a short spin up the road. Geoff recalls: “I hardly noticed the other motorcycles after that.” Rider number 157 was SE ‘Buster’ Cunningham, who had been a factory tester at the AJS works in Wolverhampton. He had a distinguished pre-war record of successful competition in long-distance trials and duly earned his gold medal, one of 50-odd awarded at the event’s conclusion.

Cunningham and his AJS returned to Llandrindod Wells for the 1950 ISDT, riding for the Eltham and District MCC club team as number 231. This was the outing captured in Geoff’s photograph. Cunningham was by now already 46 years old, but repeated his gold medal ride on a course that was wetter and tougher than the previous year’s. Four years later, he would return as rider number 289, earning a bronze medal for 33 marks lost in a notoriously arduous and muddled event in which even the amount of hotel accommodation had been underestimated. Consequently, Cunningham’s usual room at the Llanerch Hotel was allocated to a British Army team member and young Geoff never saw his hero again.

Now that Geoff owns the AJS, he is determined to preserve it in the condition in which it came to him. The only mechanical change that he has made is to transpose the front brake to the left-hand fork leg, corresponding to his period photograph. The switch was most likely a competition modification, since a 1956 advertisement in The Motor Cycle for Shell X-100 oil clearly shows SE Cunningham with HOY 197’s brake restored to its standard side.

This was the OHC BSA twin felt unneeded in view of the market success of the pushrod machinery, what might have been eh?.

1949 pt8. below is Copied with permission from Silver Dragons Archive with a latter day cartoon of Hugh Viney which emerged when he turned to using his writing skills about motor cycling. from the lower shown emblem you can tell this emerged via ebay!!!

The Great Trial
‘International Trial!’ screamed headlines on Local papers as 237 competitors assembled at a Llandrindod Wells base. 93 Foreign riders had arrived, foreign country flags fluttered from houses, hotels, garages, easterly winds said seldom to touch this area and which from lore are said to blow nobody any good prevailed. ‘Period’ hotels remain now virtually as they were then. An encampment of promotional tents, banners, bunting, logo emblems of lubricants, tyres, motorcycle manufacturers, companies producing accessories surrounded the weighing in area. Each with some special or superior product to promote. Feridax provided fine helmets for British team members.

Unfamiliar languages had became louder from first light, more numerous from more directions too accompanying and being drowned by unheard of before engine noises. Buzzing, barking, purring motors of factories far from UK shores in two stroke, four stroke varieties. Subdued singles, staccato singles, droning and buzzing multi cylinder motors powering a bright gleaming range of colourful sparkling products brought the wide World to Llandrindod Wells with a grand finale of Speed trials of machines that survived tests to be held at EPPYNT’s mountain race circuit. Sertum, Condor, Jawa, CZ, Csepel, Guzzi, MV’s of a wide range of capacities and many others supplemented the ones more commonly encountered within Britain.

Weighing in, sealing, examining entered machines by Auto Cycle Union officials commenced at 10 am. H P Baughan was described as a mastermind and his two perfect secretaries, the misses Grant-Heelass.   Host nation’s Lightweight and sidecar machinery would be first to be placed under scrutiny. Next, at 10 am. on Sunday, teams from outside UK were accommodated, last of all the Army team. A flurry of late arrivals along with special dispensation cases plus the gorgeous green Shaft Driven Sunbeam Sidecar outfit prepared by that ace sidecar arrangement specialist Harold Taylor. (Dave Holyoak of Stewart Engineering would be the chap to discuss this with)

Switzerland’s Trophy team used machines with a name normally associated with South America, i.e. Condor. Transverse sidevalve twins, with shaft drives, solos of 578.5cc plus sidecar machines of 745cc capacity which seemed to bear a strong resemblance to earlier BMWs. The Swiss team and crew strangely did not spend their first day on the old POW camp cum Artillery range Eppynt course. Methodical preparation was their chosen option. Sunday actually had a rather grand entry to the location by Swiss Diplomats Col. Jean G Rieser as Military and Air Attache along with Mr. V Umbricht, their Commercial attache.Britain’s teams:

TROPHY :

P H Alves 498 Triumph

C M Ray 497 Ariel

F M Rist 499 BSA

B H M Viney 498 AJS

SILVER VASE’A’ :

A F Gaymer 498 Triumph

W J Stocker 346 Royal Enfield

S B Manns 498 Triumph

SILVER VASE’B’

J E Breffitt 490 Norton

E Usher 498 Matchless

W Nicholson 498 BSA

RESERVES

D S Evans Ariel.

J Blackwell Norton

British Competition Teams machinery innovations had air inflation bottles fastened to tops of rear chainguards or primary chaincases. Nortons were fitted with the light conical front hubs seen only on Manx racing machines otherwise. Triumphs had dispensed with the heavier sprung hub fitment, prefering to use a lighter simpler quicker fitted ordinary hub. ‘G’ model gearboxes appeared on Royal Enfields with lower than standard gear cluster ratios. Individual modifications such as keyhole shaped slots in the securing points of his magneto contact breakers cover saved J Blackwell a need to spend time removing such pins, simply, quickly slacken slightly then turn to remove.

Cheerful Jack Stocker busily marked his points covers with a hacksaw blade to aid rapid refit whilst pretending to all that he needed to know whether spanner or feeler gauge went between points faces. Hugh Viney’s machine became declared to be "naturally one of the best prepared".

First accident ‘award’ quickly on Saturday went to C Ubtali of Italy, 125 MV for collision with a small car!. An Easterly wind became immediately blamed by a local street philosopher!.

Sunday weigh in of foreign teams brought locals out in ‘Sunday best’, floral dresses for ladies, Summer wear for gents. A large crowd gathered interest grew. Monday morning 6.30 am scheduled start was attended by up to 300 well wrapped enthusiasts along with the curious.

Timekeeper, the impeturbable A L Ebblewhite prepared for the official starter, a Mr Peter Nortier of Holland, President of C S I (The International Sporting Committee) of the F I M. to send forth the first pair of Competitors. The event was started when a British 11 years old 346cc Royal Enfield sidecar outfit driven by F H Carey set out along with M Hajdu of Hungary on a 98 Csepel.

Shocks, excitement glee for presslads when F H Barnes failed to appear with his 348 Ariel sidecar outfit, a Speedtwin screeched off to his hotel to find he had not been called and within 14 mins a breakfastless Barnes appeared on the start line. R Ghiazzi of Italy took 90 seconds on the line to get his 500 Guzzi running. Czech. J Novotney needed 12 minutes to get underway after stripping all electrics including hooter from a 250 Jawa leaving a scornfull scribe to declare to his readers that it was obviously carburetter starvation.

Tongues were already wagging over the amazing low speed torque demonstrated by low capacity machinery riders from Eastern Europe and Mediterranean as they tucked in racing style to leave the start as if pursued by demons!. A power band that seemed beyond anything British 2 strokes could ever hope to produce. Wild riding would be mentioned, spills were naturally of intense interest to pressmen. Within 10 miles of the start a Swiss team rider tumbled from his 598 Condor to retire with a broken arm. Two other Swiss riders were somehow thrown from their Condors to damage them beyond being able to continue at exactly the same corner, blocking the track completely. Hugh Viney not far behind had to lay his machine down to avoid this surprising blockage, fortunately neither he or machine was too badly damaged to continue.

Down into river Teame Valley, up to the very shoulder of the Black Mountains, down again to Anchor Inn. Ghiazzi the very first to puncture between checks 1 + 2 a delay to cost him one mark!. Farm vehicles had not been catered for fully blocking narrow roads. Riders were already reporting at check points that this was a more severe Trial than in Italy on the previous year, whilst Czechs were reporting they enjoyed this competition.   First checkpoint Sarn, east and south via stamp check at Mainstone, on to 2nd. checkpoint at Knucklas. Fervent applause accompanied partisan vocal support for all Welsh competitors, Bala rider Jac (J.R.) Lloyd felt like a national celebrity on his 500 Matchless en route to his bronze medal. 70 more miles to a lunch stop at Crickhowell. Cray checkpoint proved hard to find, riders whizzed about to locate it. H Veer of Holland’s Vase B team on his 250 Jawa collided with British Vase B rider J E Breffitt, the latter’s machine proved too damaged to continue, Britain thus lost 100 marks. The Jury later waived all lost points caused directly from confusion at Cray. Onwards, and twisting, constantly on loose rough surfaces back to Llandrindod Wells where townsfolk, enthusiasts, lined its approach as strongly as Ramsey on an Isle of Man race day, waving, applauding. Crews and pressmen hailed weary riders closer to the finish for totally different reasons a determined Bill Nicholson 499 BSA beamed and grinned through his road grime proudly first home. T H Wortley 498 AJS next trundled happily home with Fred Rist 499 BSA third. C M Ray came home snugly after a puncture demanded a tube change, he steadfastly slackened all nuts ready for his tyre change now planned for Tuesday morning.-Whew!.

Marks lost Italy 1. Switzerland 155. Breffitt’s retirement cost Britain 100. Britain and Czechoslovakia Trophy teams had lost nothing and were neck and neck. In the manufacturers Teams list names such as James, Royal Enfield, AJS, Norton, Matchless, Ariel, Triumph, BSA,Jawa, Jawa-Oger (of Switzerland), "A" Sertum, "A" MV, along with Csepel were all without lost marks.The Second Day: Llandrindod Wells Tuesday September 13!. Weather cold, dull in a dreary morning, G T Curphey 490 Norton was not allowed to start with his broken frame. ‘232 miles route via Tregaron Pass, Westward over mountains from Abergwesyn. C Ubtali 125 MV and G Strada 250 Sertum tumble within 100 yards of the start. Cyrill Quantrill notes Italian Machines are all higher geared than expected.   Early changes, 31 retirements, Swiss Trophy Team Virtually wiped out, Italy Trophy Team had 29 marks lost. British and Czech. Trophy teams still clean and even. Britain’s Bill Nicholson who bravely stepped off to avoid a fallen competitor had to retire, Britain’s B trio now bottom of lists with 300 marks lost.

S J Christensen Royal Enfield already takes 20 mins to lash the nose of his sidecar to the frame with wire. Charioteer Ray Ariel takes only seven minutes to remove a rear wheel, change a tyre and refit. A journalistic no sympathy regard for J Novotny 344 Jawa-Oger saw him lashed in print, this time for starting too early, getting ‘five black marks’, foreigners were reportedly finding bringing of three pairs to the starting grid confusing.

S H Goddard and S G Plumb on 197 Ambassador machines decided not to start, Goddard with an injured elbow and Plumb with eyes inflamed by dust. Hungary A team lost M Hajdu’s Csepel plus 100 marks when his 98cc motor gave out close to finishing a long series of climbing sections. Guess who? Murray Walker there and then dropped his 490 Norton, smashed his spectacles but still finished his day unpenalized.

Before Llanllwni G G Littleford spent valuable time changing a throttle cable on his 348 BSA. At the Check point located up at 1200 ft an ambulance had to pick up Italian M Vola 125 Morini who had looped his machine, he gallantly insisted his machine be carried with him!. On to Abergorlech where surviving Condor riders were reportedly fitting chains to their tyres to cope with muddy climbs. A hairpin bend at Mynnydd Llansadurn saw Christensen leave the road then need to be carried in a ambulance whilst his passenger completed the course with an empty chair. At lunch R S O’Neill 250 Velocette retired with forks damage. H Juni’s Condor had decided to part from its sidecar. Near the first after lunch check at Pont Amman G C Wheeler 498 Triumph took a heavy fall and was taken to Hospital with head and leg injuries. Weather brightening. On a long hill climb off the A40 at Trecastle many 125cc riders were alongside running yet CZ98cc riders were buzzing easily to the top. Sertum riders plus several of the Italian team were noted footing and pushing. L F Clouder 497 Ariel sidecar was seen struggling to reach the top, S J Atkinson with a full touring sidecar on his Triumph ‘Trophy’making better progress than most competition rigged machinery, E Fell was noticed creeping in late, running on one cylinder. At the finishing point an exhausted M Ventura 250 Sertum fled home almost colliding with the timing point after travelling the last 12 miles on a flat tyre. F C Moldenhauer 998 Vincent HRD limped in with broken forks, G G Littleford on a 348 BSA came off near Builth Wells to despairingly watch his machine go up in flames. Captain H G Little came in on time with a badly leaking petrol tank. J H C Daniell brought his 498 Triumph sidecar outfit in with a coach bolt temporarily in place of a broken front spindle.Czech & British Trophy teams still with clean sheets, Italy now with 29 marks lost, Switzerland 584!.The Third Day Wed. Sept. 14 Weather unchanged as morning rain threatened, Cpt. Little 490 Norton was not permitted to start with his broken tank. C M Ray on Ariel sidecar outfit adjudged ‘probably’ to be the only rider not to have fallen off at least once. Hugh Viney came off right before a Press contingent, J Pastika 123 CZ had a puncture up on Tregaron Pass and coped with it without even losing a mark. R W M Tamplin took over the 3 mins allowance to kick start his 498 Matchless, lost a mark, later to tumble heavily descending at Abergwesyn. M Ventura losing one mark for Italy changing a tyre and tube. Czech Vase A man J Kubes on a Jawa-Oger snapped his front forks braking harshly when hurrying into Llanllwni time check. Hardly one mile further on D D Jones 348 BSA hit a jeep and had to retire. Fred Rist became first man over Tregaron heights to reach a Gallery of spectators at Abergwesyn, closely followed by T M Wortley 498 AJS, applause with shouts of encouragement greeted them. Harold Taylor’s Sunbeam sidecar machine to be applauded and hailed similarly, Olga Kevelos arrived with chain trouble still on time. Frank Whittle’s Panther sidecar outfit struggled on, way out of alignment with the bike leaning in on its sidecar. British 125’s and James in particular were noted as matching their foreign counterparts. Quietest machine reported to be Ministry of Supply Triumph sidevalve twins, by far the noisiest an EMC two stroke ridden by E B Stott. Stott had lost time repairing a primary chain crossing Tregaron but regained most of it later. W H Hemsley 498 Triumph crashed over a hedge near Abergwesyn, Dr R L Galloway stopped to render first aid and was given penalty marks for doing so, later cancelled by the organizers. The last of the Condor machines was to retire. Fourth day Thursday Sept.15th This day British and Czech Trophy teams both ended without losing marks. British Vase A trio plus a member of the previously clean Czech vase B CZ mounted team had lost marks. Italy Trophy team marks rose to 36. Dutch B trio man J Flintermann 499 BSA was to have two marks removed as result of his appeal but by the end of the day had received a further five. Team Members had a 10% more difficult time schedule than individual entries, complications in adjusting were creeping in against earlier scores. 120 miles onward, heading due North had been marked including a long climb at Bwlch y Groes, over mountains to Denbigh then 120 miles back skirting Llangollen then climbing Alt y Bady. Italy Vase B team man F Bertoni MV rebuilt his mudguard to keep their team intact. Frank Whittle was performing miracles keeping his 598 Panther and sidecar intact plus still steerable with ‘U’ bolts, and clamps along with strips. D W Spencer 498 Matchless was able to leave the start only to pull in and spend an hour working on his forks. J Pastika 125 CZ came into the second check at Bidno with a puncture to finish a repair with 10 seconds only to spare.

Bwlch y Groes had virtually all ‘Tiddlers’ footing and labouring to its top then tucking in Grand Prix style to get back on schedule on a long stretch to Lake Vyrnwy. Wheels were being rebuilt en route H Zuur’s earlier rebuilt gave up the ghost on his 498 Matchless sidecar outfit. Graham Beamish had more luck with a rebuild on his 125 BSA. Hungarian D Koksis on a 124 Csepel went out before Denbigh with a split petrol tank causing his team to look to individual competition for lower awards. Swiss Sidecarist E Haller’s enormous Harley Davidson had lost so many parts along with its exhaust pipes it had to be towed in to retire. Slight variation on a marked track near Dolanog caused some Czech’s to arrive late at the checkpoint, penalties were possible. Olga Kevelos still on time was to change a primary chain. Harold Tozer brought his BSA outfit home in a Flurry of dust only to find he was early. Other Sidecar lads were suffering, R U Holoway’s BSA outfit had its frame fracture. Only S J Atkinson with his touring Leyton chair seemed to be tidy and simply out for an afternoon spin.The Fifth Day, Fri. Sept. 16th Rain at the start a few light showers later. Czech protests caused stewards to waive earlier marks for ‘ Dolanog detour’. By end of the day Britain had dropped one point in the Trophy Competition to a Czech score of 29. The Vase however had the determined Czech B trio who were destined to have a last day showdown versus Britain A side in speed Trials at Mynnydd Eppynt’s demanding race circuit.

Frank Whittle’s brave run on the Panther outfit never got to the mountains, F Wilkins’s 497 Ariel simply ran out of compression whilst D E Bennett’s solo Ariel died to end an unpenalized first ISDT. All sorts of minor faults were having huge influence on results as at Barber checkpoint Czech Trophy rider J Pastika’s 125 CZ was misfiring. He stripped and rebuilt the magneto within 15 mins to continue but the bush telegraph was already reporting he was experiencing difficulty maintaining schedule, he rode magnificently over a hard section to Minera to save 3 minutes. Luck there deserted Irish rider G A Morrow when his 348 BSA had its frame fracture when on zero marks for him to complete the course as passenger to a travelling marshal. Bob Ray’s Ariel sidecar outfit then on Aber Hirnant had its rear brake rod fractured by a large rock, a hard working front then caused concern and started fading concentration lapsed, Bob Ray then found himself five miles off course in a difficult section. He almost got back on schedule en route to Bidno check but collided with a car entering the control area, dropping the card he carried between his teeth, a frantic run to retrieve it and be timed in narrowly missed his deadline, Britain was now one solitary point down. Speedman Tom Wortley’s AJS team’s chance of winning the manufacturer’s prize was left at Dylife’s narrow shale road between mountains when he and machine went over the edge, his machine too damaged to continue.The Sixth & Last Day. Sat. Sept. 17th

Eppynt Race Circuit. The Closing stage, perfect weather, crowds of thousands, largely from a Wales that had its imagination fired. ‘Oil Barons’ that had been organising daily supplies along with oil changes at last could move to where all could practically view and hear circulating of machinery in assorted states of repair and reliability from lame Duck and Dodo condition upwards.A remote 5.2 mile circuit had to be approached under each competitor’s own steam! Via a 40 miles route with just one check at Upper Chapel near Builth Wells. A lost mark immediately, Dr. R L Holoway for taking 58 seconds to start his Triumph sidecar outfit. A A Campbell’s 499 BSA 19 minutes down at the check point. F H Barnes Ariel Sidecar outfit seized outside the course gates but was freed within regulations time limit. Only T Hankins 348 AJS failed to get to Eppynt, breaking down within sight of the colossal course in its autumnal livery.

Leading manufacturers had spent the week acting as hosts to competitors, officials and some say each other throughout, today was ‘Mr Norton’s Day’ and a magnificent cold lunch preceded the speed trials.   An hour to maintain a speed calculated for each class and size machinery with a required number of laps to be completed. Any competitor that reached the start line would also qualify as a finisher, a penalty of 60 points would be added to non finishers totals.    1949 ISDT Trophy winners consisted of P H Alves, C M Ray, C N Rogers, Frederick Maurice Rist & B H M (Hugh) Viney, Silver Vase winners the Czechoslovakian 2 stroke tiddlers team of Emmanuel Marha, Frantisek Blaha, J Kremar. The 2 strokes of Europe had started proving they left British 2 strokes way behind.


Requirements for 98 cc Machines and 350cc sidecar outfits were 5 laps to be finished in 52 minutes. Only four entrants that reached the speed tests lost any further marks. Worst penalised was W T Tiffen whose 248 Velocette chose to expire just after the start costing him 51 points after carrying him through the trial without penalty, sympathy even gushed from hard men!. J R Lloyd 498 Matchless and E W Jones 499 BSA both lost 6.66 marks for failing to maintain their class average speed whilst D G Miles 498 Triumph lost 20.

There were five separate classes, 98cc plus all 125cc. Except the Czech Vase B trio. Then 250’s and 350’s together. Next, sidecars.   Then 500’s. In a class of their own came Czech Vase B men with British Vase A team of Jack Stocker 346 Royal Enfield, plus S B Manns and A F Gaymer on 498 Triumphs. Czech trio of E Marha, F Blaha, with J Krcmar all on CZ had to improve on the standard of five laps in 52 minutes. Stocker had to improve on eight laps in 60 minutes with Gaymer and Manns obliged to better 9 laps in 63 minutes. The result was a virtually foregone conclusion even with Marha’s stop for a plug change albeit towards the end of that hour. Given an impossible task, the entire British team effort was superb, an all out effort had been called for and since the day had come it was given.

The Pavilion in Llandrindod Wells saw an evening of presentations, honoured by the presence of the Lord Lieutenant of Radnorshire and of Piet Nortier, President of theCommission Sportive Internationale of the F.I.C.M.

Reason behind writing this website I shall hide away down here, so that only the curious shall know:-Builth Wells Motor Club with Carmarthen Motor Club combined organisational skills plus resourcefulness stemming from long experience organising Rallies, Trials, Scrambles, along with Pendine Sands racing, to present a six year span of true Tourist Trophy racing on what remains the largest circuit on Mainland Britain. Temptation to use cliché ridden text describing skills that were to be combined is difficult to resist. It all started following Charlie Rossiter witnessing WD motorcycles being driven ‘competitively’ normally out of sight of officers on sections of Eppynt Artillery range roads his idea and foresight grew via Builth Wells Motor Club who invited Carmarthen Motor Club to join them in a large scale project. The plan quickly reached ex racer, & Motorcycle dealer Eddie Stephens who felt it to be a marvellous idea worthy of enlarging. He led a huge number of people who became involved, putting immense efforts into creating a colourful portion of motorcycle racing history. Fate after all is what is handed to you, destiny is what you do with it.

Some faded photos of inspection of Eppynt in snows of 1947 are included, quality of our archival photos will never match a glossy magazine content, our intention is to mark history in motor sport.   Eppynt Road Circuit Racing Committee thereafter emerged. Eddie Stephens had a secretary at his showrooms whom people were to claim dealt wholly with Eppynt matters. Loans were the order of early days for funds to advertise a massive event. Several large marquees were naturally obtained ‘on loan’. Most motor Clubs in mid and south Wales supplied members as Marshals or Stewards, a race weekend with a journey to Eppynt eagerly looked forward to by all.

Eppynt adopted this motto :The Red Dragon Creates a Stir, 'so it did.!

I was lucky enough to attend several 1999 Rugby World Cup games at the Wales Millennium Stadium Cardiff. There, around the halfway line point on its East stand wall at eye level in letters over a foot tall I saw this very same motto.

1948 Eppynt TT was followed by speed trials for Britain’s ISDT team. 1949 the ISDT was held nearby at Llandrindod Wells with Speed Trials Day at Eppynt.   Mainland TT became what Circuit racing was proudly dubbed. When a tall Skylon stood straight in London on 1951 Festival of Britain centenary Eppynt TT quickly became Festival of Britain TT. Crowning of Queen Elizabeth in 1953 saw it termed The Coronation TT.

AUGUST 15th, a Sunday!, soon to attract protests from religious folk, Eppynt had its Mainland TT. Following years saw race day switched to Saturday, in deference, whether this was the true motive has been debated ever since. Nearest chapel to Eppynt was Llwyn under Reverend Joss Davies who was also Curator at Brecon Museum, in his place I imagine I would feel similarly that use of another day would not be too much to ask for.

Open exhausts with megaphones echoed thundering roars around hills of a hitherto solemnly silent region. Strong Army presence was evident in the forms of Lt. Commander Kidston along with Officer Commanding the Royal Artillery practice camp at Sennybridge Major Stackpoole. Builth Wells Motor Club along with Carmarthen Motor Club shared prominence. Stewards, Marshals, First Aiders came into view, along with laden charabancs plus all forms of transport carrying eager supporters to settle down as witnesses to a massive inaugural event.

Eppynt circuit, 5.2 miles per lap, wound across open moorland, undulating, with humps, over which speeds of 90 to 95 mph had been estimated during a Saturday Senior practice session, such speed there was amazing to even contemplate at that time. Rife rumour plus tittle-tattle brought a mass of motorcyclists to observe such feats. "Acknowledged experts" was an attracting term, coupled with "works riders", "factory machines", creeping into popular dialogue eager to dispense with Ration books, Petrol coupons, Powdered egg and Utility furniture expressions.

Magazines plus media coverage brought names like L.R. Archer, Les Graham, Italian Moto Guzzi machine rider Maurice Cann to be household names. A possibility of seeing those which one could otherwise only read about proved irresistable, add Clubman’s Senior TT winner Jack D. Daniels with runner up Phil Heath to such a field to set a very fine stage. Syd Barnett failed to turn up this time only. So did Roy Evans, L.G. Martin arrived late from Spain too late to practice, still having too much clutch trouble to take a worthwhile part in tussles. Kenny Dixon rode a rather old Norton 350, recurring clutch trouble caused him to retire masking a young Dixon’s potential. Phil Heath confided that he too arrived late and could not contribute his usual ferocity due to machine problems throughout his ride. Bob Foster had competed in Moto-Cross des Nations in Belgium on a weekend prior to Eppynt TT, he said he had taken a fall and was forced to withdraw to rest a painful back injury. However it was rumoured he was to ride the Grand Prix of Europe in Ulster the following weekend and felt it unwise to compete at demanding Eppynt Circuit so close to the Grand Prix.

End of a horrible war seemed to have hardened Britain’s survivors, improved skills, having provided training in organising mobility on a large scale. All aspects of talents, improvisation, erecting campsites to cater for hurriedly mobile throngs of people who were now able to afford a means of individual travel to places or events which could be visited as and when they wished. Closer scrutiny of the Photo section views of officials, spectators, plus non competing folk on site brings trench coats, well groomed hair, even poise with hands joined behind in an "at ease" attitude, rather than in pockets portrayed. Berets which had brought honour for their parts in saving a World were jauntily sported along with flat ‘Dai’ caps and titfers while wearers could enjoy turning swords into ploughshares.

Machinery had improved, developed, society had changed, factories had finished producing weaponry on a wartime scale, means of progressing in a peacetime market beckoned the staid plus entrepreneur alike.   Mechanically trained in unexpected skills, planners, all had emerged to confidently confront a rapidly developing a facility of leisure which had been denied to all by cruel ravages a mechanised war had brought.

People had been brought into contact with travel, driving, repairs along with riding on a ‘needs must basis’ this had left men and women alike with a fascination for forms of transport, its operation and progress.

Carmarthen town could pride itself on its banked oval Cycle racetrack itself in the town Park to standards accepted by the British League of (cycle) Racing. Mass starts on highways were illegal hence Pendine and Eppynt found themselves venues for well supported Cycle racing on dates around TT events for Motorcycles. Anything mechanical or sporting was accommodated, and people over a wide area could support whatever interested them. Cyclists and sport prospered, Eppynt was to be one venue for racing events under a then governing National Cycle Union, (NCU). Railway enthusiast Don Rees would cycle from Carmarthen to Eppynt on his pride and joy Raleigh bike!, not even an up-market Lenton model!. When the raised surround with amenities of this track, for spectators is considered along with changing rooms, showers plus a grandstand, its rugby pitch cum athletic stadium uses Bank Holidays its easy to see why it became a central grass track venue all could reach by bus. Racing was advertised as Speedway, attracting curious plus serious enthusiasts, bringing many to try their hand at racing which would otherwise simply be read about.

Thus a vast band of enthusiasts, volunteers and helpers gladly gave their skills and energies to convey efficiently place stakes, mesh, fences along with ‘facilities’ to rapidly lay out an area within and about a 5:2 miles mountain circuit parts of which reach 1500 feet above sea level. Regardless of weather conditions every foot of Eppynt race track had to be swept clear of loose chippings. Noel Knight Snr. Always took charge of all this and what a fine achievement, without such enormous efforts events simply could not have taken place.

World Champions were to emerge from those that raced on Eppynt Mountain Circuit for coveted SILVER DRAGON Trophies. Replicas in plaque form would be issued to winners when they returned their hard won Trophy statuettes. Programmes have become testament, those listed therein along with all that were involved or even watched or read of, have been drawn to be part of a Great venture to merit some touching words of George Eliot :-Our deeds still travel with us from afar, And what we have been makes us what we are!
Mynydd Eppynt itself (pronounced munn eeth epp innt) is steeped in Celtic History, can be seen from Cilmeri where an obelisk Memorial to the last Prince of Wales stands, Llewellyn the last, slain in 1282.   The original spelling Epynt stems from the ancient Pagan Goddess Epona, Goddess of horses, some say wild horses, ebol being a Welsh word for foal. (‘pony’ too is a term claimed to have emerged thus). Across Epynt lay high tracks negotiated by long past Drovers with livestock, particularly Ceredigion folk (Cardi’s) en route to cattle and pony fairs at Llangammarch plus well beyond. A stark desolate hilly region which an expression "Haunt of the Horse" has been long used to describe. Here is a region where Princes, folklore plus historic cult figures roamed, those since involved have rubbed shoulders with legend.

Brecon’s hills, peaks, valleys are covertly cloaked in mist most early mornings, expanse in silence has to be witnessed to understand or experience such timeless presence. Higher points bluntly protrude like stern clerics with ‘cu-nim’ collars, Falcons plummet, wildlife remains stealthy and still unaffected or disturbed by industry, urban development or city traffic. Eppynt Racing Circuit itself still silently remains.

Graziers with Forestry Commission based Committees nowadays help military controllers to evaluate environmental aspects.   Wildlife plus agricultural matters, ancient camps of Britons, Romans and nineteenth century farms, villages, churches/chapels of their days remain fairly intact, hopefully not to be denied to archaeologists of the future in near unspoilt form. Eppynt should not simply decay without care.   Security can ensure vandalism limitation. Skirting restoration of standing buildings too should not be for balance sheet gain.

There is no need to express an outsider’s feeling, simply pause, reflect on a way of life being ended. Commandant Major Stewart RA. took charge immediately, he was relieved for 1940 to 41 by Major Gestenburg RA. Next, Major Turner RA. For 1941 to 42. In came Lt. Col. H. Hamilton-Gardner MC . RA. until 1944, he was replaced by lt. Col. S. Williams through the 1944 year. 1944 to 1948 saw Lt. Col. R. H. Stackpoole MC. RA. assisting Eppynt Racing Committee in every way he could. Late 1948 had Major D. Davies MBE. MC. RA. Again a fine helper of those involved.

Farms adjoining Epynt originally had fringe grazing rights at cost of one shilling per annum, per acre, control was difficult, entry to fenced areas became awkward and time consuming, hence a licence was introduced, holders would be termed Epynt Graziers for a fee of initially Two Shillings and Sixpence each.

1948, the first Eppynt TT event was held on a Sunday, following years saw it changed to Saturday in deference to a local protest!, The nearest ‘House of God’ was at Llwyn with Rev. Joss Davies its minister, by week he was curator of Brecon Museum.

Competitors had long finished their practice laps, tuning and adjusting, charabanc convoys plus individual motorcars, sidecars and solos had all been directed to car parks, a strange stillness settled upon Eppynt mountain as an estimated 35 000 spectators settled at their chosen viewpoints to witness opening of the largest race circuit on UK mainland!. All had left rural Wales roads with place names such as Llangammarch, Llanwafyd, Llandulais, Llandovery, Brecon, Builth etc. to then open programmes to relate immediately with the start onto long Llewellyn’s Way straight, then Piccadilly Corner, next Gardiners Path, Copse Corner, then the alternative finish line! near Dixie’s Corner now no longer known by its Welsh term of Llwyd Bwlch y Groes. Next Check-Points 1 to 4, No2 reachable along the Burma Road, part of a road network constructed by German and Italian prisoners of war. Stewards and marshals each carefully issued with a flag, a pack of sandwiches plus a cold drink had long left for their specified posts after early refreshment at a central canteen tent, commentators in 1948 settled down to keep spectators advised throughout.

Dixie!?, the name stemmed from a nickname, for a labourer from Ystradgynlais, real name Daniel Walter Davies who had seen service in the first World War, winning two army boxing titles. Later Dixie fought in fairground booths in Wales and Border regions. Famous for his terrific single punch power, the expression "a Dixie" is still used in Welsh Valley areas to describe a punch. A tough well liked character, he started as a labourer working on the Epynt Range ‘Dixie’ was later placed in charge of a workmans hut on what seems to be ever after known as Dixie’s Corner. Or so I was advised by a Rev. Jones. However a version widely circulated and likely to retain credence in Neath Valley is of a terrific boxing bout staged there between Dixie and a younger fitter challenger for an impressively accumulated financial purse plus heavy wagers of a vast and previously bored audience. Inscriptions on structures worked on by POW’s still remain, around the range inc. 573POW 1945, 5731 PW, and the ‘1944’ The Italian POW Company.

Those interested in off road or all round competition machinery could after 1948 Eppynt TT stay on to follow the British team trial for Trophy, with vase A & B teams to later compete in the International Six Days Trial schedule to be held in Italy during September1948. Manufacturers of machinery, accessories, spark plugs, electrics, tyres, chains oils fuels entered this for its World-wide effect on a fast moving market for all their products.

1949 saw Alun Williams of BBC Radio Wales on location for his first sport involvement of such a nature with Murray Walker’s father and later Murray as a young man. The day prior to races coverage Alun, like a gentlemanly Pied Piper, took bored racers that had ridden their intended racing machines to Eppynt, (many had camped in Marqees to be used by organisers during the race day). Plus stewards, marshals and those with ways to transport others, from a desolate, still, mountainside course, to spend a well-orchestrated evening at a local Llandovery Inn, The Castle Hotel, with a piano! savoured Alun’s famous repertoire of tales, music and jokes. Ex WW2 Pilot, motorcycle racer and superb vintage restorer David Watkin James of Saundersfoot recalled the popular ditties of the days being hilariously churned out by Alun in Army, Navy and RAF variations!. Revellers returned in high spirits to their desolate ‘Marquee’ encampment. Fond memories of widely different people enjoying life together provided an atmosphere of esteem to Eppynt in general never equalled by Britain’s other racing circuits.

Camping and B+B facilities could be booked on a section of the entry form for rider plus mechanic. 3 good meals per day was listed, to be served at the riders and officials canteen. Memorable and chilly mornings!.   Dave James chuckled relating that at circa 1500 ft above sea level height visitors could take their pick of several streams. Good natured banter galore during Toiletries, followed by a superb and eagerly awaited breakfast in a Marquee!. Luxury camping.

Newport (Gwent) Club used two red Western Welsh buses to run members to Eppynt, rider members such as H E Roberts would take family with machine there each year by car, ending up with an Austin A40. Newport lady members had acquired a rather ancient green van with Artillery wheels from which to dispense a variety of refreshments at Eppynt plus other race venues.   Harold started ACU/RAC rider instruction in East Wales area along with his son Ken who still has his Certificate, the very first to be instructed and qualify. Ken Roberts now is a major motorcycle dealer in Newport and related so much of his impression with memories of Eppynt that had provided him with an urge to race and compete firstly on pedal cycles then later on anything with power or wheels!.   One of the only places where Sidecars and solos had been sent out at the same time in practice periods was Eppynt TT.

Harold Roberts Snr. bought his machine from and had it prepared by Newport dealers R J Ware and son. A photo in scrapbook section shows them enjoying a pint together in later years together with Harold’s mechanic Lionel Powell. Lionel’s best recollection of Eppynt was Leo Starr’s hilarious 2½ hours entertainment in a remote canteen Marquee in 1950, his worst was forgetting his ‘30 bob pair’ of shoes left behind in the sleeping tent when 30 shillings was a substantial sum!.

RJ Ware immediately obtained an AJS 7R in 1949 swapping machines and trading even a Vincent 1000 with another dealer to obtain his AJS 7R which he felt was the greatest machine available. He and son Arthur would travel to Eppynt, in convoy to ensure their old Panther Sidecar outfit carrying it could conquer any steep stretch of approach road. Practice time R J Ware himself patiently sat astride his 7R awaiting the off to practice with his gloves tucked in his leathers, later he came off on a lower course corner, no gloves on!, to be picked up by a well known Newport rider on marshal duties (Bill Barnard). Back at the paddock WJ’s injuries to hands prevented him racing so with the machine largely undamaged his son Arthur was quickly nominated and set out on his practice lap wearing that same helmet and leathers, on the prized AJS 7R. Arthur determinedly approached Bill’s corner at speed – only to go down in virtually the same spot again. A surprised Bill had rescued both Ware riders, amazed to find the young Ware’s hands were also bleeding badly, since he too had omitted to don those tucked in gloves. Those hard lessons were discussed in the paddock with a certain famous Les Graham. A serious point emerged that changed all for the Ware riders along with many others. "Cut an inch off the end of those standard footrests right away" came LG’s instruction, everything later seemed a lot better on corners, their AJS 7Rs could be laid over further, so just about everyone else was furtively given such treasured pearls of wisdom. Paddock noise became quickly filled with shrieks of hacksaws being wielded as if the great man had read out a freshly discovered commandment. (10 Commandments would not satisfy us Welsh riders, 200 would be more impressively observed.)

F P(Phil) Rothwell was another Newport man who adored Eppynt. Recently he smirkingly admitted that the Rudge he pitted against Moto Guzzi and Velocette development machinery along with Ray Petty’s sleeved Norton plus Lewis, Ellis and Foster’s LEF in ’49. ’50. and ’51 had initially cost him "just a fiver"to acquire. Records list him plus photos show him using that machine with verve and style at road and grasstrack events. Its people such as Phil who experienced so much that seems denied to modern youth.

Eric Davies of Newport would travel to Eppynt in his Austin7 Ruby with the forks of his Velocette bolted to a rear bumper frame, and still go home to Newport at night after practice.

Riders attending were often competing as result of a market being established for Clubmens machines, Fast, exciting machines which could provide travel to competitions after easy on-site conversion, also used to reach workplaces during the week. "Any Suggestions for improvements" page in 1948 programme had seen potential competitors plus ‘Clubmen’ spot this niche, Eppynt & race related Clubs were joined, prospered and quickly expanded, manufacturers responded with multi purpose steeds which could actually compete, the sport grow hugely more reachable than now.

1948 2 ‘bob’ programme contained inviting ads. To join either Builth M.C. for 5 shillings per year or Carmarthen motor club at 6 Shillings with a stylish badge obtainable at 7/6!. Legend of the sands and any surface he graced, Handel Davies therein advertised his Swansea Emporium of Motor Cycles and cars with a heading stating he had won at least a hundred open events as if here was a sales outlet of proven high performance plus reliability. Programmes in years after 1948 became available at one shilling each only.

Graham Walker, a pre-war International motorcycle Grand Prix Champion, then editor of the green magazine Motor Cycling and Alun Williams became firm friends, set their stalls out together at Eppynt to became a marvellous team. Murray Walker is Graham Walker’s son, he too was to ride at Eppynt in 1949 International Six Days Trial where its final day was at Eppynt conducting Speed Trials. Murray fought bravely after smashing his spectacles in a heavy spill midway through a second day finishing that day unpenalized.

1949, Start time approached, final pre race check on Eppynt circuit made, a solitary travelling marshal toured gently round until he arrived at the start of long clear Gardiners Path straight. Temptation proved irresistable, he opened up his 1000 Vincent HRD, a deep thundering roar echoed around Eppynt’s hills as he blasted along on full throttle. John Powell, later to be Secretary at Carmarthen Motor club recalled an entire crowd’s attention being completely drawn, each individual craning to see. An audience thus drawn to this piece of sheer enjoyment, many had hitherto never even seen such power unleashed in peace and with enthusiasm. A wonderful character riding that Vincent HRD, Bryn Edwards of Carmarthen Club, nicknamed Oakey Tippi, unknowingly became The 1949 race Herald, alerting the converted to expect speed, skill and competition to follow such a grand opening.

Oakey Tippey had been the safe Haven which a family member had managed to transmit SOS to from a sinking vessel off Indonesia to get saved & brought back to health, even his house had been named Oakey Tippey as a result.

1949 entry, was impressively larger, spectator interest and attendance larger, machinery improved constantly, ‘the Green Un’ Magazine inside cover had a full page in colour showing only Vincent HRD’s wondrous development, Girdraulic forks. George Brown was to use a 500 alloy engined development machine to race at Eppynt, not Vincent HRD’s previously successful 500 but a forerunner of their Vincent Grey flash on which a certain J Surtees Jnr. became noticed.

1950!, Mainland TT, Clubmans race was firmly established. Gerhard Heinze, a German ex POW worked wth Eddie Stephens, raced a Vincent this year, in the programme as letter ‘B’ in a list of reserves, entered by guess who? Eddie Stephens. Gerhard was also to ride in IoM plus several times at Eppynt. Sidecar racing became established, practising simultaneously with solos, starting sidecar races at intervals a la Isle of Man.

1951. Festival of Britain TT, When a famous ‘Skylon’ stood straight in London, to mark Centenary year of the 1851 festival of Britain. Dickie Dale set Eppynt outright lap record using only a Norton 350, he had been accompanied by Geoff Duke with a very slick Support team from Norton.

1952, 500cc motorcycle engined race cars had become a most popular Formula racing mode of that period, many Marques still exist with racing pedigree stemming from those. One, called the Kieft designed and built by Cyril Kieft of Langland Bay, was to be demonstrated and driven by him at Eppynt. Kieft racer had been tested and raced at Fairwood Aerodrome on the Gower Peninsula by the likes of Stirling Moss. At the Strand area of Swansea the Showroom section of Welcombe House was used to display and market Kieft machinery. Cyril wished to produce a people’s sized bubble car eventually, Welcombe House with its showroom remains intact at 1999. Geoff Duke’s appearance on course with his wife, caused comment perhaps due to the Austin A90 Atlantic in its greeny blue livery. GD was in the officials’ canteen for lunch chatting to ex Beaufighter pilot Dave James who still sported a plaster of Paris on a broken forearm following a scrambles fall. Naturally Geoff Duke’s autograph soon appeared on Dave’s plaster. Followed by his of comment of "you wouldn’t catch me doing that" which was a classic double entendre soon jocularly pointed out by Dave.

The Red Bugatti that frequently appeared on a piece of concrete well inside Dixie’s Corner was a massive discussion point for all, though no one really ever proved it was Eddie Stephens’s own.

J. Surtees Jnr. appeared in the 1952 programme and my approach brought an explanation from a polite, helpful now Sir John Surtees. He chuckled and explained to me that his dad Jack was still then a force in British Motorcycle racing. Also he had been told at Vincent HRD Stevenage factory where he worked that it was George’s job to be the works rider and he was just an apprentice on two pounds ten shillings a week. I think we all get the point.

1953 the Coronation TT. In early practice, Wilmott Evans approached a lower area flanked by a peat bog, clouds of steam billowed from one point, well off racing track, Wilmott stopped, leaned his bike safely then investigated, to find a young rider pinned beneath a 350 BSA. He helped the lad to get his bike to safety and carried on. When Wilmott was giving a talk to a Vintage club meeting in Carmarthen many years on he referred to that incident. In the bar later, Henry Adams chirped up "that chap you spoke of was my brother"! the same JR Adams of Tenby, that had gone to Eppynt with over a coachload of supporters all those years ago to encourage him. His bike carried race number 32. nostalgia itself warrants our scrapbook section carries visual record of such entourage and transport.

Compiling this stems from collected data C.B.Jones (Bryan) has accumulated and diligently researched to guard as an archivist for Eppynt. Bryan used to cycle as a schoolboy to those races to watch in awe, he still has a vintage motorcycles collection which somehow includes a racing Norton of that period!, Another aspect of interest is land ‘appropriated’ in 1940 by the War Department had been an area where villages, churches, farms were compulsorily bought and occupants were moved out over a short period, something that would not be acceptable in this day and age. Bryan was a farmer’s son on one of those very farms through which Eppynt course ran, and remains visible today along with remains of those buildings aquired.

Noel Knight Jnr. of Carmarthen recalls his father’s strong and long involvement on Eppynt Race committee in charge of ‘Equipment’ each year, a vast range of equipment too. Leading from the front to prepare a circuit in a very short space of time each year, his brother Gordon too, we can see entered as G. Knight listed to ride a Rudge in 1952, and Royal Enfield in 1951. Noel has also laboured to locate much, submit and research some treasured pictures and facts that enrich all.

My own interest stems from getting luck on my side to take part in winning 2 Cups from Builth Wells Club’s collection at the Royal Welsh Show in 1965. Our original methanol fuelled sidecar racer ridden by myself & Ken Jones, (passenger who has his well deserved ½ share of the 2 Cups), has been found, badly corroded, but lovingly restored now to an ordinary road race Norton itself, it remains in my garage, like Eppynt, awaiting that call!.

When receiving our Cups at the 1965 Royal Welsh Show, with a fair bit of mud spatter, an old chap wearing a forerunner of the Columbo designer mackintosh & told me quietly in a low voice to Guard these Cups my passenger Kenjo (Ken Jones were to receive) since they had not been awarded since Eppynt TT.

I knew nothing of Eppynt at all, & my Diving/Survey profession saw me living at Dubai for 10 years, only when I returned did I find my bike again and begin to wonder what was the chap on about, where is Eppynt, now I know from others & his description that the chap was the man who had provided those Cups. I still have mine & I do know a little more of Eppynt.