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Woodside Avenue, Eastleigh. SO50 9ES
History
Compiled by Wilf Paskins, member since 1945
Sporting History - Endurance Road Races
In 1955, the Club decided to run a race at Thruxton of 9 hours duration. Up to 50 team entries, each comprising two riders, were accepted. Rules for the event included a stipulation that no rider would ride for more than two hours before handing his machine over to his team mate. Machines had to be standard production models without non standard components or add-ons but tuning was permitted. Running repairs were permitted but only in the front of the allocated pit area and only two mechanics, plus one rider, were permitted in front of the pit at any time.
This early experience highlighted two difficulties which needed to be addressed. The first was the accuracy of lap scoring and timekeeping, errors could not be found and corrected during the progress of the race as, to do so, it was necessary to calculate all lap times for all teams then decide if there was an valid explanation for slow and fast laps. For example, to explain a slow lap, pit stop time records had to be studied - problem, accuracy and synchronization of clocks - and to explain a fast lap, the overall
race order had to be examined to check if an additional lap had been credited by a timekeeper recording a wrong number in error. The second difficulty was the shear workload, not only were the officials having to be on duty for a long period but additional work was necessary in the race preparations. Amongst other things, we had to erect a long scaffolding structure for the pits and to provide facilities for refuelling. In this latter respect the Esso company was helpful in loaning their quick fillers from the Isle of Man. The Esso racing section were helpful in a number of other ways.
In 1958 the race duration was changed from 9 hours to 500 miles as it was thought to have more appeal, although there was never any shortage of competitors. It became obvious that lap scoring was more important than timekeeping but, no lap scorer could handle 50 riders continuously so, as interim results were published at half hour periods, timekeepers commenced work towards the end of each period when it was then possible to relate the rider s time to the number of laps completed and thus establish the race order. Different systems for lap scoring were put in place, at one stage each team was required to supply a lap scorer to work under the control
of the organisers. Even then mistakes were made, human error seems to be inevitable in all aspects of life. In the later years, a computer programme was used to assist in the race order analysis and it was possible to reduce the number of lap scorers to 8 experienced people and the comprehensive data obtained from timekeepers, lap scorers, pit records and reports from all around the circuit, which were all carefully logged, made it possible to establish the true results.
The Thruxton circuit, on an old wartime airfield, was badly worn in places and it was common practice for course marshalls to carry out minor repairs between races at ordinary race meetings using cold tarmacadam, but this was obviously not possible during an endurance race, although we did try! By 1964, the surface was so bad that the Club looked for alternative venues.
For 1965 the event was run at the Castle Combe Circuit but the weather was atrocious, at one point the lap scorers open fronted tent was caught in a deluge of rain. The crowd was poor and the financial result was disastrous so the Club looked to other circuit owners with the view to run as a joint venture.
Approaches were made to the owners of the Brands Hatch circuit and the event was held there for three years, 1966 to 1968, the Club receiving their expenses and a small fee. By 1969 the Thruxton circuit had been completely resurfaced and the Club was pleased to return on the basis of renting the circuit from the tenants, British Automobile Racing Club. This arrangement continued for nine years during which some sponsorship was obtained but the event had to be subsidised by the Club s other road race meetings held at the circuit.
In 1976, the FIM granted the event full Grand Prix D Endurance status as part of a European series and, because of this award, the professional promoters became more interested. Chris Lowe of Brands Hatch invited us back for 1978 and 1979 but declined to run again and the event had to be cancelled in 1980 as it was too late to make alternative arrangements. Tom Wheatcroft of Donnington was approached and the event was held there in 1981 and 1982 but we had to look elsewhere for 1983 and were lucky to be able to use Silverstone for the last one the Club was able to hold.
The Endurance Road Races never attracted big crowds of spectators, such events appealed most to enthusiasts. Similar events in Continental Europe seemed to be better supported by spectators as they attracted the enthusiasts from other mainland countries as well as those from the organising club s own country.
The Club was helped throughout by motorcycle trade and retail dealers who provided trophies, special awards and some prize money. The Motor Cycle generously provided the winners trophy for many years and Esso or Shell provided fuel, most often free but on a few occasions it had to be paid for.
Some other sponsors were found, The Daily Herald ( a national newspaper at the time) helped us in the early years, W.D.& H.O. Wills (cigarette makers of the Woodbines etc.) in 1964, Shell Oils at Brands Hatch, John Player at Donnington and Marlboro at Silverstone.
Support for the event by entrants from the manufacturers, dealers and enthusiasts was always abundant, among them: Alec Bennett Ltd., Syd Lawton of Lawton & Wilson, Geoff Monty & Dudley Ward, Mead & Tompkinson, Japauto, Honda UK and Honda France, to name but a few.
