& Quotes .....
Do you have a Mike story or quote?
Send it to us and we will add selected quotes to
the site. Pauline will personally approve authentic submissions.
So, if you rode against or knew Mike and have
a memory you would like to share, send it to email@example.com
a young Scout helping out at the Isle Of Man TT Races in
the mid 1960s my job was in the Race Control Box, high above
the Grandstand, tearing off the lap times from tele-printer
and distributing copies to the Clerk of the Course, and
the various radio commentators there. This meant I saw little
of the Races themselves. However, after the races the winners
would be led up the many steps to the Control Box to be
interviewed by the radio commentators and while they were
waiting I would approach and ask for their autographs. My
abiding memory of Mike Hailwood (whom I saw many times,
of course) was that, while still tired and shaking after
finishing the Race minutes earlier, when I asked for his
autograph he would always say “Yes, of course! What’s
What a Winner, What a Hero!
Submitted by Ian
I asked him about what you do when things
go sideways at 120+ mph and you're sliding down the tarmac,
what do you do?
He told me "Just go to sleep. Accept.
If you don't you'll be broken into a thousand pieces. As
long as you don't hit something hard, you'll be OK. Relax
is the key."
Submitted by John
McDermott (former Editor of Motorcyclist Illustrated and
And then, at Imola, I asked "What do
you do to the others in order to beat them apart from outride
His response was "Look at all of them on the front
grid before the start. You can see it in their eyes. If
they think they can beat you, smile, give a nod and a wink.
It works every time. Then you go out and show them what
Submitted by John
McDermott (former Editor of Motorcyclist Illustrated and
"Talking to Phil Read one day about Mike,
I asked him if Mike ever had an off day, to which he quickly
Submitted by Michael
Parnell Racing 1964 & 1965
I joined the Parnell workshops early in 1964
after a call from the Belgium racing driver Andre Pillette
to say “You always said you wanted to be in F1, well
I have a drive in a Sirocco, would you like to join me again
this season? The car is at the Parnell workshops in Hounslow,
I have arranged it all”, I had worked for Andre on
his Formula Junior Merlyn Ford, during 1962, we had got
on well so it was great opportunity for me and great to
be working for Andre again.
With an offer like this it wasn’t long
before I was introducing myself to Tim Parnell, his father
Reg had died on the 7th January so Tim had taken over the
Reg had negotiated a deal with Colin Chapman
of Lotus to buy the 1963 Lotus 25 GP cars, part of the deal
was that he got only the cars but not the engines and he
was not allowed to use Coventry Climax V8 engines, Chapman
was no fool, he didn’t want anybody beating Jim Clark
in his own cars.
The only other engine that was available
was the BRM V8 1.5 litre engine, now Tim had to find enough
BRM engines to cover two Lotus 25’s for Mike Hailwood
and Chris Amon and another engine for the Lotus 24 to be
driven by Peter Revson plus spare engines. This Lotus 24
was at sometime during the season replaced by a 25. The
24 being sold to someone in America.
There were two Sirocco BRM cars available,
which were either bought by Tim or a chap called Ron Carter
who was technically employing me.
I was supposed to rebuild the two Siroccos
but there wasn’t enough time to do this as the BRM
engines were now going to the Lotus cars, and I was given
a Climax V8 to put into the Sirocco, I never did see the
second car, presumably it remained in Derby, Tim’s
Looking back, it is odd that I should be
fitting a Climax engine into a car designed for a BRM and
the other lads were fitting BRM engines into cars that were
designed to take Climax engines, such is F1!
Parnell Racing consisted of Tim as team principle
and his wife Jinny, a secretary whose name I think was Jill.
Ray Lane was the Chief Mechanic, Jimmy Potton was on Mike
Hailwood’s car, Trevor Orchard was on Chris Amon’s
car and John Bliss was on Peter Revson’s car. There
was also a part time mechanic called Barry Mason, his day
job was at Air Traffic Control at Heathrow, due to the shift
work pattern Barry used to join us at all the big meetings
as well as occasionally at the workshop at Hounslow. There
was also an older man called Joe who was responsible for
keeping everything tidy, and as an Ex Petty Office in the
Royal Navy the place was always kept to a high standard
of polish and tidiness.
The first race was at Snetterton where it
snowed, it was a job getting the cars warm enough to race,
we then all went to Goodwood for the Easter meeting, it
then went something like this, a very long drive to Syracuse
in Sicily for the GP there and the back to race at Aintree
the next weekend.
I remember I was still working for Andre
then but it had become obvious that the Sirocco was uncompetitive,
it was a heavier car than the Lotuses and was running four
downdraft Webber carbs, whereas everybody had changed to
the new Lucas fuel injection system, at about this time
Jimmy Potton had decided to leave Parnell’s and go
and work for John Surtees, he had been his mechanic last
year, I think also John was wanting him back as he was now
running his own car. Tim then asked me if I would like to
take over Mike’s car, which of course I very much
welcomed, I was then a Parnell Racing employee, which gave
me more security as well, I was sad about Andre - he ran
the car for a few more races with a chap Tim had taken on,
whose name I can’t remember, but I think he left when
the Sirocco was retired.
The season continued at a pace, at that time
there were a lot of GP races those that counted towards
the Driver’s Championship and those F1 races that
didn’t for example the Easter Goodwood meeting, Snetterton
and other race meetings like those.
There were always two races at Silverstone
one was the European GP and the other the British GP, there
were races at Rouen, Reims and Clermont Ferrand in France,
Nurburgring and Hockenheim in Germany. In Italy there was
Monza, Syracuse and also Enna in Sicily, this is in the
centre of Sicily around a lake, at this meeting I don’t
know how Mike did it but he span out and reversed into the
lake at great speed, a drenched Mike walked back to the
pits still smiling! I was the one that had to retrieve the
car - only the nose was sticking out of the water and lots
of wriggly things amongst the reeds - there was nothing
for it but to wade in up to my chest to attach a rope to
the car and Tim dragged it out with his Zodiac.
Other races were Spa in Belgium, Zandvoort
in Holland, and a race in Austria but I cant remember the
name of the circuit. We then went to Watkins Glen for the
U.S.A. GP, after that race the cars were taken by road to
Mexico City for the Mexican GP, this always resulted in
us all getting a weeks holiday in Acapulco as one got a
free flight from Mexico City to Acapulco if you flew from
New York to Mexico by Mexican Airlines.
I remember Tim once saying that we did 25
races per year, these were not necessarily all driven by
Mike but he drove in most of the races which would have
included all the Drivers Championship races, but other drivers
would appear on the scene from time to time, they were Mike
Spence, David Hobbs, Paul Hawkins, Dickie Attwood, Bob Bondurant
and Innes Ireland sharing the three cars, if I am correct
Innes only drove for us in 1965 after leaving Lotus.
On paper the potential of the cars was good,
Reg Parnell had bought the latest state of the art Championship
winning cars and BRM engines were also Championship winning
engines, but marrying them together was rather difficult,
the flow rates for both the water and oil were higher on
the BRM engines which presented plumbing problems, plus
an increase in radiator sizes. Another factor was the gearbox,
it was not possible to get a BRM gearbox into the chassis,
it would have meant a complete redesign of the rear bulkhead
and rear suspension even then is was not considered possible,
we were then left with using the Hewland gearbox, we experienced
some trouble with these gearboxes.
I know this was very frustrating for Mike, after all, he
had come from a sport where he was at the top of his game,
he had the best machinery available and many World titles
to his name.
I remember Mike as a happy-go-lucky fellow
with a ready smile who took life very much as it came despite
our troubles, but it wasn’t all bad the team had a
great lift when Mike finished in the points at Monaco despite
putting it into the Armco just before the tunnel in practice
the day before and took out the left side suspension, but
there was time enough to put the car back together for race
day. and he was never boastful of his considerable success,
a quiet pleasant man.
When we were on holiday in Acapulco he told
us that he had never ridden a flat out lap of the Isle of
Man, “ I know I can go quicker” he said, “one
day I will go back and go faster”, and sure enough
he did just that some years later.
It was a great shock to read in the papers one day that
“Mike the Bike” had died in a car accident,
it was really unbelievable, here was a person with incredible
talent who had travelled at speeds that most men only dream
about and then one day he was gone, then and now I still
don’t have words to say how I felt at this awful news.
If you ever get a chance it is worth reading the obituary
that was written by Dennis Jenkinson the former racing motorcyclist
and journalist, I used to meet up with him occasionally
and I just had to thank him for that fine piece of journalism,
it was either in the daily papers or Motor Sport perhaps,
I wish I had kept it.
by Ted de la Riviere
What a great Guy!!
I think this was at Brands Hatch. I once had
the pleasure of overtaking Mike. He was in his Iso Grifo
sports car and I was in a Beetle.
My wife rolled the window down and called
over to Mike in Oxford Street W1. She called "Mike"
and he opened his window, she said "your greatest fan",
pointing to me.
Mike came back with a very nice remark saying
"He can't be, I am".
What a great guy eh?
by Dave on the Devon Riviera
A heart warming story !!
Mike's win in 1978 drew me to the TT 1979
for 4 days, all I could get off work as a Fireman. I ended
up pitting for ex MGP friend Chris Bond, so I was in same
pit lane as Mike, as he was approaching for his 14th and
last win. I remembered I had a large union flag under my
jumper, so waved it it (on film Mike crossing line on Suzuki).
Little did I realise I would be linked with
Mike twice more when we lost Mike in 1981. In November 16th
I fell from a ladder fighting a fire spending 9 months in
Stoke Mandeville hospital. In 1983 I arranged a ride around
in the MGP diamond parade tied on the back of Mick Grant
riding a British Norton, going down Bray Hill at 100+ I
thought me and my big mouth while I was sort of enjoying
It wasnt until I got to the Crosby hotel where
we used to go singing on the last night in the Manx, landlord
Bob Grimshaw had put “Mike the Bike” on his
pub sign, when I saw his pub sign he had put “Ridgeon
rides again” I did not have a care in the world for
the next 32 miles and averaged 62 mph!
Thank you Mike for your good racing skills,
winning when I was in the same pit lane helping a friend
& giving me the will to live again.
Submitted by George Ridgeon
(past president MGPRA)
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