Rider: Rem Fowler
Race: 1907 Twin Cylinder TT
My First Race
"Looking back over half a century of motor cycling, I think that my first TT race of 1907 — which was the first race of all — was fairly well crowded with events and episodes.
During the practice period two competitors were very concerned because my Norton had spring forks and a long wheel-base. According to their ideas, spring forks were not safe and would make it very difficult for me to get the long machine round the corners. The answer to that was: I won (twin-cylinder class) and made the record lap which remained unbroken the next year.
Ultimately, as we know, all machines were fitted with spring forks and today they are sprung front and rear. The wheel-base of my machine was certainly very long, but it proved to be a good thing over the rough pot-holey macadam roads in existence at that time. As a matter of fact, one of the main hazards was over-taking other riders — they were obscured in think clouds of dust, and it was very difficult to judge where they were.
For a start off, I had had an abscess in my neck lanced two days before the race—in photographs the bandages could be seen flapping in the wind! I was in no fit state to ride for I was in a very run-down and nervous condition. Twenty minutes before the race, however, a friend of mine fetched me a glassful of neat brandy tempered with a little milk. This had the desired effect and I set of full of hope and Dutch Courage.
Then the fun started. I carries four spare plugs and a spanner in my coat pocket—plugs had a habit of blowing their middles out and I was lucky to finish on the last one. Also my front tyre — beaded edge, of course — burst, blew off and threw me when I was doing about 60 m.p.h. in those days. I wasn't hurt much, but I had a very anxious time changing the tube for a spare butt-ended one which I had carried round my shoulders. We had no front stands, then, which didn't make things any easier.
My most exciting moment, I think, was when I had to make up my mind whether to stop and maybe lose the race, or to plunge blind through a wall of fire which stretched right across the road at the Devil's Elbow — caused by a bike which had crashed there. owing to the density of the smoke and flames I had no idea where the wrecked machine was. A boy scout with a flag tried to stop me but I decided to risk it, and luckily came through O.K. I shall never forget the hot blast of those flames.
Yes, I think that the 1907 TT was the most hectic I have had in all my riding years."
After the race Rem reported that he had stopped ten times during the race—changed inner tube—changed two plugs—fallen off twice—wired up a mudguard—wired up the advance spark lever—dropped his pump and had to pick it up as he had to finish with a complete tool kit and twice to take up slack in his belt.
He also realised that he had received what was probably the very first TT pit signal. The oil was carried in a separate compartment in the fuel tank and lubrication was by hand pump on the right side of the tank. "pa" Norton knew that regular lubrication was vital and at the end of lap two spelled "Oil" to Fowler and next time round waved a piece of cardboard with "Oil" stencilled on it. Most other competitors received information from friends as they struggled slowly up Creg Willys.
The winning Norton weighed 182 lb and had a French Peugeot V-twin engine inclined at 45 degrees with mechanically operated exhaust valves and automatic inlet valves originally designed to operate at 4 lb per sq in suction but modified by "Pa" Norton to operate at 8 lb per sq in suction. There were two separate silencers transversely mounted fore and aft of the crank. Ignition was by Bosch, magneto chain driven from a sprocket on the camshaft. On the production model the drive was enclosed in an aluminium case but for the race Rem ran with the cover off and the drive exposed. The magneto was mounted on a platform suspended by a rod from the top frame tube ahead of the front frame down tube and protected by a solid leather splashguard. A Brown and Barlow carburettor was fitted. Drive was by a Lycett raw-hide laminated four-ply leather belt of 7/8" wide and 28 degrees taper sides. The single gear had a ratio of 4:1. A spare belt was carried but not used and the machine was equipped with pedaling gear. The rear brake was pedal operated and the front brake cable operated by one of the flimsy cycle pattern operating on the wheel rim. Druid sprung front forks were fitted and the wheelbase was long (57"). The tyres were North British Clinchers of 26 x 2¼" and a standard Lycett leather topped saddle was fitted at a height of 29". French spark plugs were used. The control levers for the throttle and magneto advance and retard were fitted on the petrol tank and those for the exhaust valve lifter and the front brake were mounted on the handlebars.
Years later Rem Fowler revealed how he came to ride in the first TT. While chatting with "Pa" Norton at the 1906 Motor Cycle Show at Bingley Hall, Birmingham, he was startled when Norton asked if he would like to ride for him. At first he was hesitant, being overawed at the prospect of riding in competition against such cracks as the Collier brothers, Bert Colver, Jack Marshall and such other great names of the day. However "Pa" pressed him and he agreed and so when early next year the TT was announced he found himself in his first real motorcycle competition. He also remembered Harry Collier approaching him before the race, querying the wisdom of riding a machine with such a long wheelbase and spring forks which Harry considered to be dangerous.
TT Special 9.6.1982