Rob Hodgkinson’s 1956 Norton Manx: A Son’s Tribute to his Racing Father

It is difficult to conceive of a more aptly named motorcycle than the Norton Manx. The Celtic word ‘manx’ is used as a noun meaning the Celtic language and the Manx people collectively or as an adjective: arguably in the Norton’s case its both noun and adjective!

Norton entered its motorcycles in every Isle of Man Tourist Trophy (TT) Race from 1907 until well into the 1970s, an unrivalled achievement: indeed, the Manx was developed specifically to win the race. It boasted the equal-longest winning streak (500cc class) in the race’s long history: 1950, 1951, 1952, 1953 and 1954, while Moto-Guzzi won in 1968, 1969, 1970, 1971 and 1972.

Mount Panorama was the scene of unforgettable motorcycle racing and Barry Hodgkinson served as the track’s first Travelling Marshall. He imported this idea from Europe and served in the role for 15 years after his retirement from racing.

The glory days of Norton in the TT coincide closely with the heyday of its celebrated Manx, so boldly named. The Manx was introduced in 1947, at a time of fervid activity among some of the specialist motorcycles manufacturers anxious to have an impact in the postwar market. BMW, for example, wanted a quick return to racing and was already beginning work on the R68 at this time, while Vincent would unleash its phenomenal Black Shadow upon the astonished motorcycling world in 1948.

The Manx was the subject of a first-class restoration by Steve Ledham of JAL Restorations. Before buying his dad’s bike back, Rob Hodgkinson researched Ledham and JAL painstakingly.

Rob Hodgkinson’s superbly restored Manx has wonderful provenance: this is the actual machine his father Barry (1927 – 1996) raced with considerable success in the 1950s. You can read about the restoration job performed on this machine here: https://club.shannons.com.au/club/enthusiasts/robhodgkinson/garage/1956-norton-manx-norton-racer/

Barry acquired a 500cc ‘Featherbed’ Norton Manx from his friend fellow racer Keith Bryen in time for the Easter 1954 race at Mount Panorama. He placed third in the 500cc class.

ACCA (Auto Cycle Council of Australia) chose the team. Successful applicants had to cover their expenses, were guaranteed a place on the grid and were expected to bring their bikes home to bolster fields in Australia.

 Norton’s fame derives in part from the sustained success of its motorcycles in the Isle of Man Tourist Trophy.’

In 1955 Barry, Keith and Bill Tuckwell won the Unlimited class and came second outright in the final 24-hour production race for motorcycles at Mount Druitt.

For Bathurst the following year he added a 350 to his 500. Norton was very clever with its Manx: the 500cc and 350cc editions were identical in every respect apart from the engine which was quickly interchangeable. The Isle of Man beckoned.

Barry aspired to be one of those Australian racers who could prove his talent in the more competitive European context and his real aspiration was the TT. He borrowed from a close friend (on condition that he bring the bikes back to Australia and give them to his benefactor) and was able to order a pair of brand new Nortons from the factory through the Sydney agents Hazel & Moore for collection before the race. Barry and Keith Bryen took delivery of the 500 and 350 in Birmingham, took them on the ferry and arrived in time for practice.

There were no concrete walls to keep motorcycles out of the scenery in the 1950s.

In the 350cc Junior TT, the machine broke down but Barry was overjoyed to finish 22nd in the 500cc class and was presented with a Silver Replica trophy.

Probably his finest performance was coming seventh in the Belgian 500cc Grand Prix at the awesomely sinuous and fast Spa-Francorchamps circuit behind five works bikes – John Surtees’ MV Agusta, Walter Zeller’s BMW, Pierre Monneret’s Gilera, Umberto Maserati’s MV Agusta and Alfredo Milani’s Gilera. Sixth was Auguste Goffin on a Norton. Surtees’ average was 95 miles per hour, Hodgkinson’s an impressive 88.

Barry Hodgkinson competed in his final race on 9 December 1956 at Mount Druitt. Both his Isle of Man Nortons were sold shortly thereafter and the 500 went back to the UK.

Himself a keen motorcyclist, Barry’s son Rob researched his dad’s European racing efforts. In a footnote to story about the sport in 1956, Steve Ledham of JAL Restorations said he was restoring Barry Hodgkinson’s Manx 500 and was seeking a complete 500cc engine. Next Rob found Ledham JAL on Facebook.

Absolutely no need for a speedo, just a tacho at the right angle.

Having researched the quality of JAL’s work, Rob then went in pursuit of the bike and eventually secured it. The Manz arrived back in Australia in late September 2024, and is currently on display at the National Racing Museum in Bathurst.

Impossible to look at this image and reflect that the bike is most dangerously parked

The Manx remained in production until late 1962 and in its 1 November 1962 issue, the respected magazine Cycle News carried a track test of both the 350 and 500 versions. The first half of the 1950s may have been its heyday, but the Manx remained an inspirational machine to the end. The conclusion of this review was glowing:

All in all, the Norton Manx is a machine that beggars description. It goes very fast, and it handles like nothing the average street or dirt rider has even imagined could exist. It is, beyond any doubt, one of the best. The specially constructed, factory sponsored racing machines can and have beaten it, but these bikes are not available to the individual rider — and the Manx is. Each year, to fill advance orders, the Norton factory turns out a batch of their racing machines — approximately 100 examples, both 350s and 500s. The price is not bargain basement, obviously, but it is not really all that high, either, and one thing is certain: the rider who buys a Norton Manx will have a machine that, in this country, is beaten very infrequently. Anyone who is serious about going road racing in GP fashion should give the Manx a lot of thought.

Incidentally, the price was on the high side at $US1,895 which was comparable to a mainstream Detroit sedan.

Racing drivers used to be driven around this circuit in the 1960s and ask where the racetrack was, so challenging was the topography.

Rob was born in 1957, the year after his father promised his own father to hang up the racing gloves. But Barry had imported a smart idea from Europe and was appointed Australia’s first travelling marshal, working at Mount Panorama. So, for the next 15 years Barry followed behind the race and picked up any pieces of bikes and helped injured riders, frequently waiting for an ambulance to arrive.

You can hear in his voice and his words how proud Rob is of his father. While he was alive, he rarely talked about racing in Europe. Rob says, ‘I knew the Manx was an iconic motorcycle but I never really knew about his European successes.’ Don Cox’s massive book, Circus Life – Australian Motorcycle Racers in Europe in the 1950s tells the tales of the brave motorcycle racers who took their skills to Europe. One of these sporting heroes is Barry Hodgkinson (1927 – 1996).

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