Fergus Anderson – Men who mattered
Born on February 9, 1909, in Croydon, Surrey, Fergus Kenrick Anderson was the son of Mr and Mrs George Anderson – George being a Scottish naval architect – and had two sisters. As a boy he was educated at Berkhamsted in Hertfordshire, he was a keen and eager visitor to Brooklands, where he’d ‘hang his nose over the fence,’ acquiring his own first motorcycle, a Douglas, in 1923, before he joined the Navy and made two trips to Australia and back in 1926. His race debut came in 1927, on a two-stroke Levis he’d borrowed from his sister (without her knowledge), transported by a car he’d loaned from his father, without his knowing either…
The Levis was replaced by an altogether more fit-for-purpose 500cc Cotton-Blackburne, which was campaigned in speedway, as well as other arenas. But it was road racing where he wanted to be and he made his debut in an unlikely arena – the Spanish Grand Prix of 1932, to which he and his pal Tom Atkins rode the whole way, while Anderson also achieved a remarkable feat at Brooklands – on his first flying lap of the track, he won a Brooklands Gold star, aboard his 500cc Grindley-Peerless-JAP.
Anderson quickly discovered a love of foreign racing and travel – he spoke four languages – and during the 1930s he was involved in numerous quests and escapades, riding all manner of machines – an ex-Ernie Nott Rudge, JAP-powered Dot and Excelsior, the usual Ajays, Velos, and Nortons, plus Imperia,
NSU and DKW. It was on the latter mentioned that he made his TT debut, riding the DKW in both the Junior and Senior races. He’d never actually been overly bothered by the TT, preferring to race on the continent, hence he was 30 before he got round to making his debut. It wasn’t a particularly glorious bow, retiring in the Junior and 28th in the Senior. Then, of course, came the Second World War.
During the conflict he became skipper of an admiralty ferry crew (in an organisation known as the Small Vessels Pool, ferrying said ‘SVs’ from port to port around the UK) and was mentioned in dispatches, while it also emerged he was featured in Hitler’s infamous 1940 ‘Black book’ of residents to be arrested after a successful Nazi invasion of Britain.
War over, and Anderson was keen to make up for lost racing time, his professionalism and dedication now honed. In 1947 alone he recorded 73 first place finishes. Always full of self-belief (and not only in motorcycling-riding matters – he was a talented writer who was once on the staff of The Motor Cycle ,wasa championship level golfer, a fine sailor, enjoyed and understood good wine and food and apparently excelled at all he turned his hand too) he was in no doubt whatsoever where he was headed in his motorcycle career – while he had the ability to back it up too, seemingly getting better as the years rolled by. He was in his 40th year by the time the first motorcycle Grand Prix world championships were held.
After his experiences with German machinery before the Second World War, in the 1940s it was to Moto Guzzi Anderson turned, particularly in the smaller classes, at least initially.
From 1947 his name was inextricably linked with Moto Guzzi, recording third in the 1950 250cc world championship, before scoring his first GP win in 1951 – but on a bigger Guzzi the 500cc bicilindrica, at the Swiss round. In 1952 he was second in the 250cc world championship on the Moto Guzzi, while he also claimed his first TT win, that year’s quarter litre race.
By now, his reputation and influence at Moto Guzzi had grown, to the extent he was able to persuade the firm to enlarge its 250cc class runner to 320cc – on this machine Anderson took his first world title, in the 350cc class, winning in Belgium, France and Switzerland. He retained his crown in dominant fashion in 1954, with wins in the Netherlands, Switzerland, Italy and Spain.
However, he’d fallen out with the FIM over his criticism of the organisation and had his race licence withdrawn – so he took a position as Moto Guzzi’s team manager in 1955, though a fallout with Guzzi saw a comeback to racing in 1956.
Fergus Anderson was killed, aged 47, when he fell from his BMW, during a meeting on May 6, at Floreffe in Belgium. In accordance with the wishes he’d expressed in the event of such an occurrence, he was buried near the circuit on which he met his demise. His funeral at Namur was attended by thousands, among them his wife Elsie, his three children Ian, Jeannie and Alison, his father and his two sisters.
After the Second World War was over, Anderson was keen to make up for lost racing time ,his professionalism and dedication now honed .In1947alonehe recorded 73 first place finishes.
01 Engine
Vertically-split, aluminium crankcases with a plain timing-side and roller drive-side main bearings supported a one-piece steel crankshaft with a boltedon cast iron flywheel. The crank throws had an 80mm stroke for the aluminium conrods with shell-type split big-ends. The timing case contained a duplex chain drive to the camshafts, with the inlet driving the gear-type oil pump and the magneto via a further gear. The exhaust camshaft also had a gear drive, for the front-mounted dynamo. The one-piece cast-iron barrel had 63mm bores (for 499cc) with air flow between them for cooling. Depending on model and intended market, pistons gave either 6.8:1 or 7.5:1 compression. The integral push-rod tunnels (one at each ‘corner’) extended through the cast-iron cylinder head. For 1953 all models got aluminium cylinder heads. The 1953only KHA also had an aluminium cylinder block. Carburation was by Amal 276 (⁄in for KG, 1in for KH) until 1955, when the KH continued with a 1in 376 Monobloc. Depending on specification and fuel, the engine produced about 2528bhp. With no inherent problems, the engines are straightforward to maintaand overhaul. With the exception of new main castings, parts supply remains very good.
02 Transmission
An aluminium chaincase contained the primary drive with a separate chrome cover allowing access to the clutch. Within, a face-cam type shock absorber on the end of the crankshaft incorporated a drive sprocket, with a single chain to the Burman dry clutch that relied on five pressure springs to keep three friction and four plain plates maintaining drive. The clutch was mounted on the mainshaft of a four-speed gearbox, also by Burman. Early models were fitted with a CP type ’box, soon changed for a BA, and at the start of 1952 a GB type was fitted for the remainder of production. The Burman transmissions were reliable, clutch problems are generally minor issues. Sufficient lubrication should result in trouble-free gearboxes. As the transmissions were common to other models (and makes), Draganfly policy is to remanufacture any OEM parts no longer available.
03 Electrics
A magneto, either BTH or Lucas K2F, supplied the sparks, while a Lucas dynamo generated current regulated to six volts for the lighting circuit. There is no shortage of expertise and spare, aftermarket, or uprated items to sort out any electrical issues. Draganfly even lists replacement wiring looms. The usual upgrades, 12-volt lighting and electronic ignition can be considered for bikes seeing regular use.
04 Cycle parts
Although similar to the Red Hunter, the original frame had a longer front downtube with duplex tubes beneath the engine for a full cradle. The standard frame was rigid, the Ansteylink plunger suspension optional. The 500 got a welded-construction, twin down-tube, swinging-arm frame for 1954. The wheels were common to other Ariel models, with single-sided hubs and 7in brake drums. Wheels from 1956-on had full width hubs, an Ariel design that was also appropriated by BSA. QD rear wheels were a rarelyrequested option for all frame types from 1950-on. All hubs had ball-journal bearings, although rigid rears used taper rollers. Rear rims were 19in, fitted with 3.50-section tyres. The KG also had a 19in front wheel, the KH version was 20in, then 19in from 1955-on. Dualseats appeared in 1953, on plunger and all swinging arm models. The VH tanks for 1948-49 had inset instrument panels, with speedometer, oil pressure gauge and switchgear. There was a slightly larger tank with oil pressure gauge for 1950-53. Swinging-arm frames had the flat bottomed tanks as used on 350cc and sidevalve models – VH and FH tanks had a recess for the taller engines. The fork-top instrument mounts had minor changes to later models. Finish, fittings and items such as mudguards also changed during production. Draganfly has many pattern items ready for finishing and can often help with other second-hand tinware.
05 Suspension
A rigid frame was standard, but a plunger option used Ariel’s unique Anstey link system, offering constant chain tension but limiting movement. A dozen plain bushes needed to be lubricated and in good condition to function properly. Perhaps mercifully, pivoted fork rear suspension arrived in 1954. Ariel’s swinging arm was fabricated from a combination of tube and pressings, essentially rectangular in section. It moved on Metalastic bushes (rubber bonded to steel) controlled by Armstrong suspension units. All 500cc twins had telescopic front forks with oil-damping. Draganfly has parts including replacement Girling-type shocks.
PRICING
Scarcity, or perhaps appreciation, has pushed Ariel prices higher than comparable alternatives, such as BSA’s A7, or Triumph’s Speed Twin. With £7-8000 being asked for fully restored bikes, a realistic figure for a reasonably complete barn find or kit form bike could be £2000 or more.
IN CONCLUSION
As an early arrival in the parallel twin market, the Ariel was well-received, although, like most half-litre bikes, it was eventually eclipsed by its 650cc sibling.
As a restoration project, the smaller twin has much going for it. Approximate production figures are: KG 3150, KH 9800 and KHA 450, with a reasonable survival rate. Ariel’s rationalised spares policy has resulted in a viable aftermarket, for re-creating replacement parts by small batch production. Knowing any required component is
‘off the shelf ’ it only needs budget and persistence to see a restoration finished.
Roger Gwynn points out that the bikes are rather underrated, looked over for the better known competition. Owners often hang on to them. The cycle parts were more than adequate for the performance offered by the longstroke engines. The rigid models offer an authentic period ride but if that’s too much of a classic experience, suitably maintained Anstey link suspension makes this less challenging. However, Ariel’s later swinging arm frame and generous dual seat were, and for some remain, among the best for 1950s Grand Tour adventurers.