Stanley "Ginger" Wood

Stanley ‘Ginger’ Wood: Stanley Wood,
best known as ‘Ginger’, which also served to
differentiate him from Stanley Woods, was
born around he turn of the century. He rode on
the cinders at Crystal Palace, and then, after
spectating at the T.T. found himself riding a
1928 Rudge in the 1930 Manx. He blew it up
in practice by putting in petrol instead of alcohol, but after repairs eventually finished sixth. His
first Works ride was on a Jawa, which he took to eighth place in 1933. In 1936 Joe Craig offered
a ride, but took offence when, after the gravest warnings about dropping the plot, Stan brought
his Norton into third place, having been passed by a BMW in the closing stages. Joe never
offered another ride, but others saw Stan’s potential. Of these Excelsior and New Imperial figure
most highly. The Excelsiors provided his best T.T. finishes, and he took second place in the 1937
Lightweight race on a four valve version of the ‘Manxman’, behind Tenni on a Guzzi, and second
Stan ‘ Ginger’ Wood poses with the Work’s
racing Series ‘A’ Rapide at the Gatwick Sprint Meeting
in 1938. Photo courtesy: Bob Culver
4337_MPH 723_April 2009.indd 17 25/03/2009 10:08
Bristol and Wessex
Section Meet
Saturday 9th May from 1130hrs
onwards there will be a meet of Bristol
and Wessex Section and anyone who
is interested, at The Hunters Lodge Inn,
Priddy, Near Cheddar BA5 3AR.
Tel: 01749 672 275.
They do bar snacks for those who are
hungry. Come on a bike or in a car. All
are welcome. Let’s have a bike line-up
outside for an MPH photo call.
again in 1938 behind Kluge’s blown DKW, this time riding the two-valve Manxman. Riding for
New Imperial he became the first to cover 100 miles in the hour on a multi, at Brooklands in 1934,
averaging 102.27mph. Another New Imperial provided a demonstration of Ginger’s reputation for
fearless riding, which he put down to never having the clout to complain about his mount to his
sponsors. New Imperial had prepared a supercharged version of their V-twin for the Hutchinson
100, stretching the frame (which had no great reputation anyway) in the process. Rider and bike
were handicapped to lap at over 114mph. Stan reported that the bike weaved in a frightening
manner, until it eventually threw a tyre tread off, locked the wheel, and then threw him off at
120mph, taking much of the skin off his back in the process! Nevertheless, he had established a
record lap at 115.82mph! Stan also rode for Velocette, and FN, on their blown machine, both in
the UK and on the ‘continental circus’.
In 1938 he was offered the chance to ride for both H.R.D. and F.N., and managed an arrangement
to do both. With his fearless reputation he was given the task of racing the new Series ‘A’ Rapide,
which Phil Vincent was keen to demonstrate as a super sports roadster, and not the sidecar tug as
many big V-twins of the period were considered. At Donnington Park he hadn’t seen the machine
until the day of the race. Furthermore, he soon realised, he hadn’t started it single handed until
the race itself, having had pushers on every other occasion. An uphill gradient and dragging
clutch foiled his initial attempts to start, and as the rest of the field rode away he heard ribald
comments from the crowd! With determination setting in, he turned it round and bump-started it
downhill, and then, in his own words ‘I got after the buggers, I can tell you, and within a lap I was
passing everybody. The bike was reaching about 130mph, and the leap at Starkey’s was terrifying’.
It is well known that the clutch gave out, always a weak point on the Series ‘A’ Rapide, but, no
doubt, helped on its way by furious riding. However, he had set a new lap record, and impressed
the crowd, proving PCV’s point about the Rapide. The press, too, took notice, and the picture of
‘Ginger’ Wood leaping that Series ‘A’ Rapide at Donnington has become part of motorcycling’s
folklore. It was not his only ride on the Rapide, but it remains the most famous and is reason
enough on is own for a place on the Rider’s Roll of Honour.
Ginger Wood became an Air Ministry instructor at the outbreak of war, and then moved into the
world of carburetion, including working on the 24 cylinder Napier Sabre, together with Harold Daniell
and Steve Lancefield. He did not return to racing after the war, but carried on working for SU.