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undertake branding re-design and re-fresh work, or create stunning advertising pieces or social posts. I also enjoy the process of animating and am self-teaching myself that skill and developing my skills within Adobe XD to create beautiful and functional website visuals. I am always open to, and willing to learn new skills. I am a solid all round graphic designer who can inject a little magic into any creative project placed before me. ANIMATION INTRODUCTION I now have 20 plus years experience, mainly working in-house client side but also have some experience of agency life as well. I have a real passion for design but particularly love editorial design and the unique challenges of page layout design. SOCIALS/WEB Why am I telling you this you may well ask ? - well this forged within me a determination and a desire to succeed, to not be beaten by the circumstances I found myself within. It galvanised me to push forwards, to do everything in my power to overcome my situation. I think that those early years are why I have always strived to make solid foundations for my own family as an adult. I studied fine art and art history at uni and almost fell into graphic design within my very first job. From that point on I fell in love with the process and have been mainly self taught with a few good mentors along the way. ADVERTISING My dad, at the time, had his own Estate Agency business, life was good, and we moved into a beautiful spacious country property. Unfortunately my dad’s business did not survive and having poured a huge amount of money into that business, it then crashed and we lost everything. The business, the family home and many possessions. We were evicted from our home and ended up in a tiny council house where I spent the remainder of my childhood. These were very difficult years, I was always that kid whose parents had to fill out the form for school trips, telling the school we couldn’t afford to pay. I hated handing them in and as a teenager it made me feel I was less than others. Living within our means and doing our best to provide stability and security for my three children. BRANDING I grew up in Rayleigh, Essex, but at the age of 11 my parents decided to ‘move to the country’ and we landed in Norfolk. EDITORIAL What makes me Tick?
BARC - Apex Magazine JOHN MICKEL APEX BY THE BRITISH AUTOMOBILE RACING CLUB YOU ARE THE CHAMPIONS T A fter many hours of high-octane motoring action on circuits across the country, the BARC champions of 2023 have been decided. Thank you to all of the drivers, teams, officials, marshals and everyone involved in each and every one of our championships, and huge congratulations to those who came out on top. Andrew Frankel reports from the seventh ‘Rennsport Reunion’ in Monterey, California hey came not only from all over this vast country and continent, but the world. From Germany to Japan, England to Australia, the fans descended on the picturesque coastal town of Monterey, and its racetrack in particular. Laguna Seca may not be the very best track in the US, although it is wonderful, but located on the Pacific between San Francisco and Los Angeles, little excuse is needed to come here. The 91,000 fans who did so over the four-day festival may be little more than half the number who attend the Goodwood Festival of Speed, but when you consider they’ve come to see just one brand, the true scale of what has been achieved here becomes apparent. The pull of Porsche is something to behold. This is the seventh ‘Rennsport Reunion’ held over the last 20 years, but the first since 2018 thanks, in part, to Covid. No one knows when the next might be because, as famed car dealer, race car driver and Rennsport consultant Bruce Canepa told me between stints in his 917/10 and 935: “We’re all so exhausted we haven’t even begun to think about that yet.” A BRUSH WITH A LEGEND It’s not just the fans that turn out in force, it’s Porsche’s most famous faces too, from octogenarians like Derek Bell, Brian Redman, Norbert Singer and David Hobbs to the only recently retired heroes like Mark Webber, Mark Lieb and Joerg Bergmeister. None is closeted away: you can just walk up and, so long as you’re courteous in your approach, they’ll tell you anything you want to know. Even so, it can be a daunting experience. I’ve always been a fan of George Follmer, the man who broke McLaren’s years-long grip on the Can-Am championship almost single-handed, with the help of a handy device called a Porsche 917/10. Called up at the last moment when Mark Donohue got injured, having completed a grand total of two Can-Am races in the previous four seasons, he strapped himself into this evil-looking, ultra-short wheelbase, 1,000bhp bomb on wheels and promptly made mincemeat of the rest of the field, claiming the title with twice as many points as anyone else. But George comes with a certain reputation for being tough, APEX 25 16 THE INTERCOOLER time just checking out the different liveries and still felt the trip worthwhile. The merchandise shop was big and always fully staffed, but I was told the queue to get in was rarely less than two hours long. When the old heroes sat behind desks to sign autographs, that queue was longer still. How many? In the order in which I encountered them, there was: Jochen Mass, Derek Bell, Mark Webber, Gijs van Lennep, John Fitzpatrick, David Hobbs, Jackie Oliver, Rudi Lins, Hurley Haywood, Vern Schuppan, Norbert Singer, Jacky Ickx, Brian Redman, Joerg Bergmeister, Marc Lieb, Stefan Johansson, George Follmer, Thierry Boutsen, Timo Bernhard, Nick Tandy, Danny Sullivan and Patrick Dempsey. And I’m fairly certain I’ve missed some out. If you’re into Porsches, it must be the greatest gathering of your heroes there’s ever been. One thing upon which they all agreed was that Porsche was the only company with the depth and diversity of road, race and rally machinery to make an event like this possible. HE’S DONE IT AGAIN Unstoppable Ash Sutton achieves a record-equalling fourth BTCC title A LIFE IN MOTORSPORT Meet hillclimb racing driver and NAPA Racing UK Brand Manager Debbie Summers – and her new car THE DREAM TRACK Our podcast guests have helped us create a virtual circuit made up of iconic corners UNTIL NEXT TIME me? You were once kind enough to give up a day of your time when I came to Weissach to drive the 962C?” He paused, thought a bit, looked embarrassed and said: “No. I am sorry. I have no memory of that at all. I hope I was of use to you.” He then talked me through the gestation of the 956 from initial concept to locking out the podium at the 1982 Le Mans just nine months later as if he were telling the story for the very first and not the hundredth time. A great man among other great men at an event whose charm, character and camaraderie I shall remember until the next Rennsport Reunion. Whenever that is. APEX 27 29 ANIMATION As I was leaving, someone asked me whom I’d been most nervous about talking to. Before the event, I’d have said Follmer. But actually, it was Norbert Singer, the father of the Porsche 956 and 962 among many other achievements. I’d met him 10 years before, so I knew him to be a kindly, patient and gently humorous person. But could I bring myself to break into his conversations with others more deserving of his time than I? I could not. I was utterly star struck. Finally, I spotted him alone for the first time, so I awkwardly went over and said: “Herr Singer, I wonder if you remember PHOTOGRAPHY: JORDAN BUTTERS STARS OF THE SHOW There was not a single important Porsche in the history of the company that was not represented. Some of the most important actual cars, too: the very first 356 and the first to enter Le Mans were both in action. I’d never seen the Whittington brothers’ 935 that won Le Mans in 1979 nor the car driven by Paul Newman that came second. I have now. I went to see the boys who run the museum cars and was amazed to find them not rushed off their feet, as they perpetually are at Goodwood. When I asked why, it turns out they’re only running two cars here – that original 356 and a 2017-specification 919 Hybrid Le Mans car. Everything else was already here. You could literally name a number and you’d find them here. Examples of the 962 in particular, which was designed to run in IMSA in the US long before it started winning Le Mans, were here literally by the dozen. I could have spent most of my the wayside in dramatic fashion as he suffered a scary high-speed accident at the Cadwell Park curtain-raiser. Kicking the campaign off with a charging drive to third place in one of the heats, the experienced racer found himself the innocent victim of contact, which sent him into a high-speed SOCIALS/WEB gruff and not inclined to suffer fools. Had he mellowed after all these years? He had. He is now aged 89, and I could have spent all day listening to stories of how he tamed the monster, his affection for Donohue, his respect for Denny Hulme and admiration for how Peter Revson slogged his way to the top despite lacking that last sprinkle of stardust talent usually required to achieve this. But when I asked him how McLaren felt when he so comprehensively upset its applecart, there’s a flash of the old George: fi xing me with a steady gaze, he extends a middle finger. “They felt like that.” E dge-of-the-seat entertainment and close-quarter wheel-to-wheel racing are two things that you immediately think of when someone mentions the Legends Cars Championship. However, there is also something – or rather someone – who should be added to that list: John Mickel. Based in Horsham, Mickel has been a stalwart of the 5/8 scale series for several years and has established himself as one of the most successful drivers to ever race in the category, amassing a total of five titles to his name. At the start of the 2023 season, Mickel aspired to add a sensational sixth crown to his tally. Unfortunately, those plans fell by APEX APEX F E AT U R E ABOUT THE INTERCOOLER Chris Ashby caught up with Legends Cars Championship John Mickel to discuss getting back behind the wheel following his season-opener accident ADVERTISING EDITORIAL As the 2023 season comes to a close, our champions for the year have been crowned BRANDING RENNSPORT 7 £4 – FREE TO BARC MEMBERS RETURN OF POSTCARD FROM THE MICK THE INTERCOOLER
BARC - Apex Magazine MARSHALS If you have dealt with an incident and are affected by it then the best thing to do is talk about it REAL-WORLD SKILLS H ere we are again at the end of another busy season. As I write this, the last BARC race meeting of the year at Brands Hatch has just finished with a bit of a bang! INCIDENT HANDLING “Motorsport can be dangerous” as the signs say. Dealing with the aftermath of incidents is part of what officials sign up for, but the number and severity of the incidents you encounter will vary between roles. I want to talk about the more serious incidents and how we deal with them, incidents such as those in truck races at Thruxton in July and the last weekend at Brands Hatch are serious incidents. Thankfully, nobody was hurt, but on both 14 occasions there could have been injuries to the driver, marshals and spectators (though a marshals’ hut did pay the ultimate price in the Thruxton incident). On both occasions there was a ‘count to 10’ interval and then the marshals got to work, checking on the rest of their colleagues, the driver and spectators. This is exactly the response that anyone would hope for; it’s what training gives us all – the confidence to know what to do. Keep in mind that some of those affected may not have had any real understanding of the risks of spectating. The signs are posted on every fence and gate, but I suspect most spectators don’t pay attention to them. Think about how you might feel if you had just seen an accident much closer than you anticipated without any training or idea of what to do. Shock can make us all act in unusual ways, but it is essential that we, as officials, remain calm and are firm but polite with other people caught up in the aftermath of an accident. We should ask if they and any family or friends are alright and we should then guide them either away from the scene or into an area set aside if they need to provide witness statements. If you have dealt with an incident and are affected by it then the best thing to do is talk about it. Talk to your partner, friends or marshalling colleagues and tell them how you are feeling – they will all want to help. They won’t judge you or tell you to ‘pull yourself together’. Just telling somebody can be a huge relief. If you don’t want to talk to somebody that you know, then speak to your GP. There is no embarrassment or stigma associated with mental health issues. VOLUNTEERING AND TRAINING The online volunteering system at barc.net will be going live for 2024 at the start of December, all being well. I have been asked why the BARC is later than some clubs in publishing its calendar and the simple answer is that the clubs that run lots of race meetings have far more to co-ordinate and align, which makes it tricky to finalise all our dates. people what skills it gives us to use in ‘real’ life. Your record card shows what training you have received and what you have done, so use it to your advantage. Think about progression – who are the next clerks of the course, stewards, post chiefs and incident officers? Where are they going to come from? Maybe you fancy trying something new? Email officials@barc.net to ask. REMEMBERING DENNIS When writing this article, I noticed that the first article I wrote was towards the end of 2008, which means that it is 15 years since Dennis Harris passed away. A wonderful man and a staunch supporter of marshals, for those of us who knew him he will always be remembered. The BARC awards ‘Marshal of the Year’ in Dennis’ name as a way of acknowledging his contribution to marshalling not only for the BARC, but for motorsport in general. All that remains is for me to wish you all a very Merry Christmas and Happy New Year and to thank you on behalf of the BARC for your support and help throughout 2023. I look forward to seeing you next year! As usual, please send any suggestions or comments to rescue@barc.net FOR THOSE OF YOU WHO HAVE NOT SEEN THE TRAINING DATES YET, THEY ARE: • Saturday 20 January – Thruxton: Speed training, relocated from Gurston Down • Sunday 21 January – Thruxton: New marshals with fewer than five days trackside • Saturday 10 February – Croft: All grades • Sunday 18 February – Pembrey: All grades • Sunday 3 March – Harewood: Speed training • Saturday 9 March – Thruxton: Grades wanting incident handling training, including IOs • Sunday 10 March – Thruxton: Grades wanting off-track and flag/post chief training Please try to go to a training day, even if it’s not a BARC day. There’s always something to learn, refresh or practise. APEX APEX 15 THE DREAM DEBUTING IN FORMULA ONE My debut was back at Zolder. We were a one-car team and first we had to qualify because there were 30 cars turning up and only 24 got on the grid. I remember that my parents and girlfriend – now wife – bought tickets and drove all the way out to cling to the fences to watch me in action. I managed to qualify 23rd and I was sat on the back row, looking across to see one of my schoolboy heroes Emerson Fittipaldi – I had a fantastic battle with him over 12 laps and had the honour of finishing last in the Belgium Grand Prix. My first-ever Grand Prix! I then went to Monaco where only 20 got through qualifying out of the 30. Although the experience of driving a Formula One car around the streets of Monaco was fantastic, things ended for me in the sport after that because Jan Lammers was waiting in the wings. APEX It’s a simply lovely thing that I get to do and the special thing is that I’ve got so many happy memories from growing up watching single seaters at Thruxton when I was trying to chase the dream as a youngster CLASHING WITH NIGEL MANSELL AT THE 1993 TOCA SHOOTOUT Nissan decided not to turn up to that TOCA Shootout as they were having a bit of rubbish time of it. If they had shown up, I probably would have been in one of them because I’d been reserve driver for the team. However, Top Gear Magazine was launching and they got a Vauxhall Cavalier for me to drive. I was having a lovely time. I had Steve Soper tucked up behind me and I was following the likes of Paul Radisich and David Leslie – we were all close and there was £12,000 on the line. All of a sudden, instead of this white BMW in my mirrors, this great blue thing arrived and Nigel [Mansell] had decided to turn up. I could hear the roars as he passed Steve and I went down into Redgate, where he dive-bombed me and bounced me onto the grass. We went down the Craner Curves and through the Old Hairpin and ol’ Nige was all sideways, got a load of opposite lock and then spat across the front of me. Of course, I had nowhere to go and unfortunately helped him into the concrete wall going under the then bridge. DELIVERING FULL-THROTTLE EXPERIENCES AT THRUXTON down the pit straight and launch into Druids (Oulton Park) before then tackling the incredible Duffus Dip (Knockhill). From there, the track takes on two ultra-fast sections; the first is one of the most infamous corners in the UK, Church (Thruxton), swiftly followed by the Maggots and Becketts (Silverstone) left and right. Next, the circuit takes on an international feel with The Dipper (Bathurst) and Swimming Pool (Monte Carlo) pushing drivers to the absolute maximum before Madgwick (Goodwood), Foch Chicane (Pau) and the Black Circles Chicane (Knockhill) up the ante. The lap culminates with the fierce Clark Curve (Knockhill) right-hander and then the quite breathtaking triple-left handed Turn 8 of Turkey’s Istanbul Park. It’s certainly an exciting circuit and, thanks to Driven International and Assetto Corsa, it’s now available to drive. It’s a simply lovely thing that I get to do and the special thing is that I’ve got so many happy memories from growing up watching single seaters at Thruxton when I was trying to chase the dream as a youngster. Ten years ago, when I was a BMW ambassador, we had an opportunity to start doing Driving Experiences at Thruxton and the thing just took off, remaining a success today. I take everyone from four-year-olds in booster seats to grandmas with their Zimmer frames; they scream, laugh, cry – and importantly all love it. This year, I took my 8,000th passenger around and I think that works out at something like 24,000 laps. The brilliant thing that I always say is that the track has never once changed, so the lap they’re doing is the one that Graham Hill once did. The most common result is that people cannot believe what a road car can do, throwing it from lock to lock. My favourite story is of an 84-year-old Yorkshire lady who was pretty shocked over the three laps and, when she returned, her daughter opened the door and she said: “Oh chuck, that’s the best thing I’ve ever done.” That was lovely. It’s a true privilege and long many it continue! Episode 10 of the BARC’ing Mad podcast includes the full interview with Tiff Needell and it can be listened to on podcast platforms, as well as being available to watch on the BARC YouTube channel. APEX 47 APEX 57 ANIMATION 46 O 55 SOCIALS/WEB TRACK ver the course of the inaugural series, BARC’ing Mad podcast presenters Alan Hyde and Ian Waterhouse have been asking some of the biggest names in the world of motorsport for their favourite corners with the aim of creating a race circuit like no other. Now, thanks to specialist track designers Driven International, that aim has become a reality as a 3D virtual course has been created and will be available to drive on the award-winning simulator platform, Assetto Corsa. Made up of some of the most iconic corners from racetracks in the UK and around the globe, the near seven-kilometre, 23-turn course is poised to be the ultimate test for drivers as it blends fast sweeping bends with undulation and slow, challenging sections. In the virtual world, drivers will blast APEX APEX TIFF NEEDELL FROM THE PODCAST If you’ve been listening to the official BARC podcast – BARC’ing Mad – this year, you would have heard about the dream track that has been ‘built’ with the contribution of many special guests. Here’s how it turned out 54 STARTING OUT IN MOTOR RACING It was my dad’s fault! He had all the enamel badges from Brooklands and Goodwood because he used to go there, and he actually contested the first two Members’ Meetings doing a handicap race in a Ford V8. When I was born in 1951, he wasted no time in taking me to Goodwood and I just remember clambering over the banking that overlooked the final chicane – and it still does to this day – to see these loud, colourful machines being wrestled through the corners by these absolute heroes. From that moment on, all I wanted was to be a racing driver, so we went to as many race meetings as possible. We had no family money, so the dream was never going to happen until I entered an Autosport competition and won this Formula Ford car that made the dream a reality. After that, it was about seeing how far we could get with talent and determination! ADVERTISING EDITORIAL Martin Hunt reflects on two well-handled incidents and the benefits of marshalling beyond the track what do you want to do and how can you get to do it? Motorsport UK publishes the grading scheme, which applies to all branches of four-wheeled motorsport. This means that you have a good basis for some bullet points that you can then expand on to explain your skills to your prospective or current employer. Let’s take ‘incident handling’ as an example. You could say that you are experienced in working under pressure as part of a team to deliver timely solutions to challenging problems. We all give up time, for free, to make sure that motorsport events run and I bet very few of us are telling Le Mans winner, Formula One racer, British Touring Car Championship headline maker, TV presenter and Driving Experience extraordinaire – Tiff Needell has many strings to his bow and recently he recounted a few of his many tales on the BARC’s official podcast, BARC’ing Mad BRANDING PERSONAL DEVELOPMENT The 2024 training days will include discussions about personal development, which is how we try to help you get something out of the time and effort you put into marshalling that can help you outside of motorsport. Obviously, first aid knowledge and keeping calm under pressure are useful in life, but what about stuff that would look good on your CV? How about working in a team in a high-pressure environment? Risk assessment and decision-making? Dealing with customers (both competitors and spectators)? The other side of personal development is progression – TIFF’S TALES TIFF NEEDELL
ADVERTISING SOCIALS/WEB ANIMATION EDITORIAL EDITORIAL Barratts - Foundations Magazine
The Enthusiast - Harley Davidson Magazine STRAPLINE ARTISAN F BY DESI GN Adam Brinkworth runs one of the U.K.’s most successful design companies. When the work stops, riding and racing his vintage Harley-Davidson® motorcycles begins … PHOTOS BY SAM CHRISTMAS A P H OTO S / C REDIT HERE W O R D S / C REDIT HERE MAGAZINE ABOUT LIFE AND MOTORCYCLES VOL. 107 ISSUE 03 2023 THE ENTHUSIAST 82 ARTISAN ARTISAN a raised front fairing, king and queen chopper seat, mag wheels, and crazy metal-flake paintwork and pinstriping. “I love that bike because it is such a mash-up of different styles, mixing different genres from different cultures. Very few people love the design, but everyone goes ‘what the f--- is that?’ It’s a crazy kind of expressive design, a bit like those Japanese drift cars or the crazy customized trucks they run over there. It’s American chopper culture influencing Japanese design, then coming back to the U.S., so the end result is absolutely crazy sci-fi. It’s a really divisive bike, but I like it because of all the diverse influences and because it doesn’t look like any other motorcycle you’ve ever seen.” With the bike due to be delivered to the U.K., Adam had already entered it into the Chopper class at DirtQuake, where the most inappropriate designs battle it out around a dirt track, usually with the riders dressed as inappropriately as the bikes. “The bike arrived in the U.K. on a Friday and DirtQuake was on the Saturday, so apart from a quick ride down the road to the roundabout and back, DirtQuake was the fi rst time I’d ridden it,” says Adam. “It was totally inappropriate for dirt track racing, which is exactly the point – huge, heavy and unwieldy, with a skinny 21-inch front wheel and a massive back wheel, and engine cases that hit the dirt as soon as you lean it over. I was racing with my daughter Marnie on her vintage Jawa flat tracker, so we raced in matching gold glitter disco ball outfits made by our textile designer friend Cath. She also made me a fluorescent bright pink suit called ‘The Brink Panther,’ with a racing number on the back for racing the WL in the Vintage class. That was really fun, especially beating Guy Martin in the race – although he did have the longest stretched forks on any chopper I’ve ever seen, on or off the dirt track.” Street style has been part of Brinkworth’s DNA from the very beginning. pampered lives; as well as being regularly thrashed and abused on the U.K.’s flat track circuits, each one is also a potential daily rider for the journey from Adam’s home to his workshop and studio. “Sometimes it takes longer to start the bike and warm it up than it takes to get to the studio,” laughs Adam. “But the point is, I often fi nd it quite hard to switch off between work life and home, and riding a vintage Harley makes you feel like there is a defi nite break between one life and another. “The aesthetics of vintage HarleyDavidson motorcycles absolutely does inform and influence my design work both visually and functionally. Motorcycles and my work are also inextricably linked because I’m interested in the whole principle of ‘form follows function’ – I’m interested in material functionality, the proportion and performance of something, no matter what it is, whether it is minimalist like the WLC or completely over the top like the Pangea Speed bike. “Bikes are functional devices, but they also use materials in their design so eloquently – I could sit and look at the WLC all day and notice new things like the designs of the aluminum cooling fi ns, the way they are spaced and the radiuses they used to make them. There are so many times I’ve taken design cues from bikes and repurposed them into the designs we are doing at Brinkworth.” “The aesthetics of vintage Harley-Davidson motorcycles absolutely does inform and influence my design work.” For more serious flat track applications, Adam also has a focused dirt track weapon in the form of a custom-built Street 750XG, originally built and raced by Noise Cycles’ Scott as part of his H-D factory-sponsored racing team. Despite the craftsmanship invested into the builds, none of Adam’s bikes live THE ENTHUSIAST 51 ANIMATION 48 THE ENTHUSIAST “I’d been following the Panhead build because I admired the design aesthetic of the builder, Scott ‘T-Bone’ Jones [Noise Cycles],” Adam recalls. “Work was doing well, and for once I was in a position to treat myself to nice things, so I reached out to Scott and a deal was done. It’s a crazy bike, a ’52 Panhead with a ’62 frame, with an aluminum body designed to look like a cross between a café racer and a salt flat race bike. It’s an amazing thing, and I love the unconventionality and craftsmanship on it – it has a mad four leading shoe brake up front, and everything is exposed on the lefthand side, the riding position is crazy with low bars and high pegs, and it has a step-down kick back gearbox, so it has incredible presence. As a piece of design and construction, I absolutely love it.” The Pan was soon joined by Born-Free bike number two, built by Andy Carter of Pangea Speed. Based on a 1975 XL Sportster, “Golden Dawn” bears little resemblance to the original donor bike. The frame has been stretched and hardtailed, and the style has been influenced by the Japanese Bosozoku aesthetic, with key themes including T H E E N T H U S I A S T 47 SOCIALS/WEB I’d caught the motorcycling bug. A couple of big design projects had paid reasonably well, so I went out and bought a 200 mph Ducati Desmosedici instead.” Track days on the big Italian bike soon led to disillusionment. “I had a couple of bad crashes. Some of my friends around that time had got into vintage flat track racing with the Dirt Track Riders Association, so I went along on crutches to see them race and found it to be a hell of a lot more fun than road racing, and at much lower speeds. By that time, my old friend Bill was in his 70s, so I talked him into selling me the WLC for a second time and started vintage flat track racing. The Hooligan class had just been introduced, so I raced in that for a couple of years on the little Harley.” Passion easily led to obsession, and with his design business taking off Adam soon found himself the owner of a collection of Harley-Davidson bikes. The WLC was joined by two Born-Free builds – a ’52 Panhead that won Born-Free 5 and a Sportster ® built for Born-Free 4 – as well as a more modern flat track bike based on a Street XG750. One of Bill’s projects that caught Adam’s eye was a Harley-Davidson WLC. Originally purchased as a spare Army surplus engine from Fred Warr in 1966, Bill had constructed it into a bike for his own Royal College of Art degree course in transport design. In keeping with the times, that fi rst iteration of the little WLC was as “a kind of weird chopper” with a home-built Featherbed-style frame. By 1985, Bill had caught the On Any Sunday racing bug and converted the Harley ® into a rigid-framed flat track bike. “I thought that bike had balanced proportions and looked so purposeful,” says Adam. “When he started it up, I thought it was even better! I persuaded him to sell it to me even though I couldn’t even ride a motorcycle at that point. I had it for a year or so, but I wasn’t mechanically competent enough at that time for a vintage bike, so I ended up giving it back to him. But by then ADVERTISING EDITORIAL V I NT A GE It’s hardly surprising then that motorcycles, and Harley-Davidson in particular, have been a major influence on Adam Brinkworth himself as well as his design company. “It all started when I met a crazy biker guy called Bill when I was a furniture designer working on my fi nal year design project for the Royal College of Art,” recalls Adam. “He was in the workshop, always on the milling machine making engine blocks when I was trying to make furniture. He was a really ‘out there’ kind of guy and taught me some great lessons in life about thinking in a more free and easy way when it comes to design and aesthetics as well as not taking life too seriously. “A visit to Bill’s house had a huge influence on me. He had this huge workshop with all kinds of cool motorcycles stacked up, the walls were covered in isometric drawings of exploded engine diagrams and assembly drawings of Norton Featherbed frames, and the place smelled of old oil. I just thought, wow – this is the place.” BRANDING or those not working in the design industry, the name Brinkworth may not be familiar. But Adam Brinkworth’s eponymous design company has designed and constructed retail spaces, galleries and events for blue-chip companies as well as some of the coolest brands around. And when the designing stops, founder and CEO Adam loves nothing more than riding, racing or wrenching on his collection of Harley-Davidson motorcycles. Based in East London, Brinkworth has grown from a modest design consultancy founded in 1990 to a company of 50 people with offices in the U.K. and the U.S., covering a range of disciplines from architecture to interior design and completing projects for companies from Facebook, Adidas, Google and Samsung to challenger street brands like the skate-influenced Supreme, Converse sneakers and Stüssy clothing. Street style from skateboarding and motorcycling has been part of Brinkworth’s DNA from the very beginning, and its influence can be seen everywhere – from the suspended skateboard bowls installed inside Supreme’s San Francisco store and Selfridges Oxford Street flagship, to the contemporary gothic feel of cult jewelry brand The Great Frog’s revamped Shoreditch retail space.
The Enthusiast - Harley Davidson Magazine LOOKING BACK LEGENDS ON DISPL AY The Enthusiast® caught up with Bill and Karen Davidson to talk about the bikes that have meant the most to them. addition ready to go when we get time to do it. In addition to the Museum itself, we have a complex with eateries, a service bay and machine shop – and more planned! My interest in motorcycles started when I was young; I loved them but couldn’t afford one at the time. When I could afford them, I started buying them. That was before prices for antique motorcycles went through the roof. I think the fi rst antique motorcycle I bought was a 1917 HarleyDavidson® JD that cost me $11,000. Now I wouldn’t sell that bike for $150,000. The collection specializes in antique American motorcycles, and the priority is originality and original patina. We don’t restore bikes unless they arrive as a basket case, and restoration is the only way to get them together. I think we only have two restored bikes in the shop: a 1947 Knucklehead and a 1930 JD, both of which arrived as a bunch of parts in boxes. There are probably about 225 bikes in the museum now, though I stopped counting after 180! We have a 1905 Harley-Davidson Strap Tank model that’s ADVERTISING The Enthusiast® talks to Rick Salisbury, founder of the Legends Motorcycle Museum in Springville, Utah, about how his collection has grown into something quite exceptional … BIKES WE’VE LOVED I’m a home builder and developer specializing in fast-track high-production starter homes in Utah. I like motorcycles, so I started buying a few Harley ® models about 30 years ago. After that, I became interested in the antique bikes, and things just took off from there. I thought the antique bikes would be a hobby for me when I retired, and I could start restoring them. My view has changed since then – I don’t want to restore them but leave them “as found.” I enjoy the hunt for them, and I like to display them. The museum began almost by accident, because initially I just needed a place to store the bikes. In 1989, I bought a commercial building on Main Street in Springville, Utah – an old-time shop with a big warehouse that was great for displaying the bikes. I built a shop to the side so I could work on them, and that’s where it all started. The collection quickly outgrew the building, so I bought a 20,000-square-foot old car dealership in the commercial area off Interstate 15, which I thought would be plenty big enough. I was wrong! Since then, I’ve added on to it twice and have another BRANDING AS TOLD TO JEREMY PICK PHOTOS COURTESY OF THE LEGENDS MOTORCYCLE MUSEUM THE ENTHUSIAST 53 12 THE EN THUS IAST I N T E R V I E W / JE RE MY PICK COLLECTIONS original, and a 1906/07 that’s entirely original down to the tires and probably the best bike in the museum. I bought that six or seven years ago, and it’s one of the earliest original Strap Tank motorcycles out there – and the best of only three known to be in existence. We also have HarleyDavidson models from after their Strap Tank era, including a 1909, a 1910, a couple of 1911s, a ’12, ’13, ’14, ’15 and ’16. All the other bikes in the museum are either Harley-Davidson or Pope, Indian, Excelsior, or Henderson – all the great U.S. motorcycle brands. I’ve also built up quite a chopper collection with Knuckle, Pan, Shovel and Flathead Harley-Davidson models from the ’50s to the ’70s, including four of the original Indian Larry bikes. I look at any bikes that come along so long as they’re pre-1920, all original and complete, and with original paint. I’m looking for some specific bikes right now, particularly some Knuckleheads to complete the lineup from 1936 to 1947. We have fi ne examples of them all except a 1938 and a 1942, so I’m searching for those and getting them is my main priority. The museum itself has a rustic architectural design to it, with a real vintage industrial look inside. It has turned out real nice. I’ve aimed to design and build it so it looks original, like an old motorcycle shop. One of the things I like to do is set up motorcycle vignettes so it feels natural and authentic. We have a camping scene with bikes; a ’36 and ’37 Knucklehead with some railroad ties, dirt and rocks – it’s like a little snapshot of these two bikes at a campsite DO YOU REMEMBER YOUR FIRST TIME RIDING A BIKE? WHAT WERE YOUR FIRST ROAD BIKES? Bill: Mom and Dad took me, Karen and our brother, Michael, to Blue Mound State Park. We had a 1963 Harley-Davidson® M50, slightly customized by Willie, and we spent all day there. I was 7, so we were all very young. That was a neat day. Karen: That was a really fun experience! I remember Dad was on the back of the bike briefly, then he said, “Take it away!” and we were off. So even before we got our bike licenses we were messing about on motorcycles. Our parents would take us camping to different states in the motor home with dirt bikes so we could experience “the roads less traveled,” and that has given us both a lifelong love of off-road bikes. Bill: After the M50, we had a Shortster and then an X90 that we all shared, riding on trails and in the fields. When I was 16, I had an SX175, which is what I got my license on. The off-road bikes led me to racing motocross – I raced amateur motocross for about five years and loved it. I’m actually restoring my HarleyDavidson 250MX H-D® motocross bike as we speak. Bill: The first bike I bought after joining the company in 1984 was a 1983 XR-1000. I love that bike and rode it just about every day back and forth to Juneau Avenue. I didn’t take it on long trips as it didn’t have any luggage capacity and wasn’t as comfortable as some of the other bikes, but it was important to me because of its racing influence. I still own and ride it. You don’t see XR-1000 models anywhere these days, and that dual carburation setup is pretty unique. It’s a very collectible bike today. Karen: My first career was in fashion, and I was in New York, the West Coast and Los Angeles. When I had to commute, I rode a variety of bikes, mainly FXRs and FXTs, and then a 1997 Bad Boy. After joining the Motor Company, I got into Touring bikes and fell in love with the Road King® . 1983 XR-1000 M50 SOCIALS/WEB 1990 Fat Boy® SX175 5 4 THE ENTHUSIAST ANIMATION EDITORIAL COLLECTIONS
The Enthusiast - Harley Davidson Magazine 100 YEARS OF THE ENTHUSIAST® For the latest in our archives series, we look at the testament of Harley® rider Doris Jensen and her experiences of everyday motorcycling. N owadays, men and women the world over enjoy riding H-D® motorcycles and the community that comes with it. However, in 1923, Harley enthusiast Doris Jensen wrote in with her experiences with the aim of encouraging more women to take up motorcycling. In her “everyday story of motorcycling,” she explains just how she became interested in Harley-Davidson® motorcycles and why they suit her so well. At the time of writing, Doris owned her third H-D motorcycle and had been riding since she was 14, starting out on her brother’s machine. Trying other brands over the years, she concluded there wasn’t “any that could compare with Harley-Davidson.” She did meet some resistance in her quest to pursue motorcycling, with concerned friends speaking out. “When I bought my 82 THE ENTHUSIAST back to Harleys. Not only did it cost her less, but she praises it for benefitting her health. “As far back as I can remember I have never taken a drop of medicine, and I can truthfully say that you can’t fi nd a healthier looking person in town,” she writes with pride. “I can also say I have the rosiest complexion of any girl in town, and I have never used any cosmetics or rouge of any kind.” Doris continued to take her motorcycle out on adventures. “Is there anything nicer than to take a spin with a Harley-Davidson down one of our beautiful country roads on a warm sunshiny day?” she questions. “You soon fi nd out that you can go anywhere, everywhere at anytime with a Harley-Davidson. I notice, too, that all of my friends are ‘Johnny-on-the-Spot’ when it comes to a motorcycle ride, and now I can at least have my pocketbook fi lled somewhat to the level.” Her enthusiasm for the brand and experience is so strong that she admits “If I were to keep on telling you the good times I’ve had with my Harley-Davidson, I’d be writing here next week.” Learning from her experiences on four wheels versus two, Doris clearly adores her motorcycles and is keen to share her passion with readers. Click the image to read the December 1923 edition of The Enthusiast® in full. Top tips for making the most of your H.O.G.® membership. DECEMBER 1923 THE ENTHUSIAST 89 P H OTO S / C O U R T E S Y O F T H E HARL EY-DAV IDS ON ARC HIV ES ARCHIVES ADVERTISING COUNT THE MILES The miles you ride show your dedication to freedom and the open road, and the RIDE 365 program honors that passion with a series of riding/mileage programs. The Lifetime, Annual, Chapter and Destination challenges – including the Dealership Check-In Challenge; 50 Rides, One Nation; and 10 Rides for ’24 challenges – allow you to enjoy your bike while reaping rewards. Keep track of your mileage because miles count. Find out more at members.hog.com/ride365. VERSACE LEATHER JACKET OUR FAVORITE THINGS WE ARE FAMILY Riding brings us closer together, and H.O.G. membership offers many opportunities to share the journey with like-minded individuals. Joining a local H.O.G. chapter (sponsored by H-D® dealerships) helps you get the most out of your motorcycle, and the H-D App allows you to interact with the wider Harley-Davidson community. H.O.G. gatherings are another great way to connect with fellow riders, and they range from small events to huge rallies that attract people from around the world. ARTHUR DAVIDSON’S PASSPORT Bill Jackson, Manager of Archives and Heritage Services Shortly after the museum opened in 2008, I received a phone call from Arthur H. Davidson, son of the co-founder. He was 94 years old at the time. He offered to donate some “old junk” to the museum. When I arrived at his house, he showed me the passports his parents used to travel around the world. This particular passport is dated 1915 for “remaining in England and Scotland” and states the “object of visit” as being “on motor-cycle business.” This was a time of rapid growth in Western Europe for the young Motor Company. On a later tour of the museum, Arthur asked if we knew why his father was so fervent about recruiting new motorcycle dealers. It turned out that the elder Arthur and his wife, Clara, loved to travel. But in the course of seeing America and other countries, he recruited even more dealers and local sales managers to help him. The dealer network that resulted from Arthur’s travel is one of the key reasons H-D is the oldest motorcycle manufacturer in the world. Those early dealers began the tradition of keeping motorcyclists riding as much as possible. But the biggest buzz was hearing that story from Arthur. Having an historical gap fi lled in during a casual conversation was unexpected, and meeting Arthur was wonderful. His humor and knowledge are something I’ll always remember. THE ENTHUSIAST 61 AT YOUR SERVICE Deluxe Roadside Assistance for up to two H-D VINs is included with H.O.G. membership, and HarleyDavidson® Insurance Services gives you peace of mind knowing you’re covered for the unexpected. Plus, coming in 2024, you’ll benefit from complimentary Multi-Point Inspection of your motorcycle at participating H-D dealerships. If you have any questions, the H.O.G. Member Services Center will be happy to provide the information you need. 90 THE EN THUS IAST STAY INFORMED Download the H-D App to keep up to date with all things H.O.G. and connect with your chapter. It’s your go-to resource for event information, benefit details, featured rides, videos and more. Meanwhile, the exclusive monthly H.O.G. e-newsletter offers a fi rst look at new gear, great deals and behind-the-scenes action. Our annual print publication puts the world of Harley-Davidson right in your hands. For 2024, it’ll feature rider profi les, stunning photography, and incredible stories from the road. Look out for further updates on the magazine early next year. KEEP THE RIDE GOING These are just some of the great benefits available to members. You can renew your membership at any time, so don’t delay! Keep the good times rolling by logging into the H-D App to manage your membership today, so that you can continue to receive all of the H.O.G. benefits. ANIMATION Staff members at the Harley-Davidson Museum® tell us more about some of the amazing artifacts in the H-D Archives. Ann Sinfield, Lead Curatorial and Exhibits Buttery soft and sporting bold, eye-catching stud designs, this leather jacket was created by Italian designer Gianni Versace and introduced as part of his 1991 Women’s Ready-to-Wear Collection. With its supple leather and embellishments that catch and play with light, this piece might be more appropriate to wear during a pricey night out on the town than for a motorcycle ride. As a luxurious detour from its inspiration – the Cycle Champ and Cycle Queen jackets fi rst introduced in the 1954 Harley-Davidson Accessories catalog – this is a gorgeous testament to the continuing cultural impact of moto culture. SOCIALS/WEB EDITORIAL ARCHIVES OF THE ENTHUSIAST fi rst Harley-Davidson, all of my friends said I must have gone insane, and told me that they would soon fi nd me in some hospital,” she writes. “It would surely have been lots better for a girl to buy an automobile, they said, but as my brother was interested in Harley-Davidsons, he told me to stick to it, and so I did. I kept my fi rst machine three months, and then I sold it and bought another new Harley-Davidson sidecar outfit.” Doris enjoyed the “wonderful outdoor sport” and, alongside her brother, became one of the fi rst people to own a motorcycle in their town. “I was interested in motorcycling and didn’t care what anybody else said,” she adds. “The best and happiest days I’ve had in my life have been spent with my Harley-Davidsons.” Nevertheless, Doris was eventually tempted away from motorcycles and purchased a car, which she reflects on as the greatest mistake of her life. She enjoyed it for a time but came to fi nd that her pocketbook was emptying much faster than she would have liked. There was also more maintenance necessary for the car, which required radiator alcohol in the winter and would usually need cranking every other day or so. Realizing how much she missed her motorcycle, Doris sold her car and went THE JOURNEY CONTINUES Your H.O.G. membership makes you a part of something big. It connects you to other riders wherever you roam – all over the world. It’s your invitation to a global calendar of rallies, rides and events, with benefits to take your H-D experience to a higher level, such as Deluxe Roadside Assistance; free admission to the HarleyDavidson Museum®; special deals from partners such as Hilton, SiriusXM, EagleRider Rentals, the Fuel Rewards® program at Shell and Tentrr (two-wheel friendly camping); and much more. And remember, the more you connect the bigger it gets! Sign into the H-D® App and link your account, or log on to h-d.com/hog to fi nd out more about the events, chapter activities, offers, discounts, programs and merchandise available to you. BRANDING DELVE INTO THE BENEFITS
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