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Every Swedish race fan looked forward to each Friday when a new issue of the country's one and only weekly motoring magazine was published. What had happened during the past weekend was properly reported by journalists and photographers of the time. Husqvarna could count themselves as one of the major advertising clients during the beginning of the 30s when the factory had tremendous success in motorcycle events.

"Motornyheterna" was established in 1925 when the surge for news began to spread in the Nordic country. People in Sweden had a great interest in motoring venues, be it an exciting two-wheel race or then a fabulous arrangement for four-wheelers, cars. The newly started magazine covered it all, including articles of boating and flying. The initial price for an issue was set at 25 öre (Swedish currency), equalling three cents in today's Euro. The yearly subscription rate was quoted at one Euro (not updated for inflation, of course). The original format of "Motornyheterna" was a large 35 by 50 centimetres, difficult to handle, but nevertheless manageable. After some ten years the editors cut the size by twelve percent in order to make it more effective.


The contents varied, as said, and so did the number of pages. But generally, eight pages would suffice to cover each week's happenings around the globe. Yes, by all means, the reports included major events in the world, even if taken with a pinch of salt. But the emphasis was of course focused on true national happenings.

Looking back at an issue from March 29th in 1929, we find an interesting full-page article on Husqvarna, based on a factory visit by a staff editor from "Motornyheterna". More statistics - this happened in the fifth publication year and the 203rd issue of the magazine. The preamble of this report concerns Husqvarna's history as an arms & weapon manufacturer, dating back to 1689. The Motoring News editor is then walking around the premises which ‘are both modern and old’ as the factory has been updated throughout the years. In the motorcycle division the new models had just been presented. ‘The 30A and the 50A machines – 250cc and 500cc respectively - are sport models, which appeal to its customers,’ the editor states.


The total employment at the factory was 1,800 workers and 200 officials and the two-wheel production was estimated at 2,000 units per year, among all the other products at the factory near Jönköping. It is reported that the two novelties were tried out at last year's International Six Days Trial event, the ISDT, (in 1928). Here, the machines went through many substantial tests in order to adjust minor flaws between prototypes and production versions. As an example, a test bench was shown to the editor, where an engine had been run for 58 hours non-stop to test the durability of this precious gem before shipment.

‘No doubt it is a quality product,’ was the final verdict from "Motornyheterna", the Motoring News.

The name of the chief editor of this era was Ake Winblad, who had a Master’s degree in engineering. The editorial office was in the middle of the Stockholm centre at Sveavägen, where the advertising was also sold. The price for outside communicating was at three cents per millimetre and column. During the 30s Husqvarna was one of the magazine's major ad-players as the factory had enormous sales success on the market. "Motornyheterna" was printed locally in Stockholm and distributed throughout the whole nation. Its circulation in the 20s lay at 15,000 copies weekly, a figure which was up 30 percent during the mid-stage of the thirties. If you happen to catch an original copy of this eight-page magazine at an auction today, you probably pay around 25 Euros for it!


Five months after the factory report, Motoring News published a preview for the International Six Days Trial event, this year held with a start in München and finish in Genève. The six sections went through many countries, which was quite a challenge for the 160 entrants from a dozen countries. The Swedes had had tremendous success back in 1923 when the four national riders won the event's ‘International Trophy’. Now it was time for Husqvarna's first try-out in this prestigious race, well-known all over the world and still today considered to be an important event.


Husqvarna's director since 1911 Gustaf Tham saw the importance of publicity and backed factory-supported racing. In order to achieve results, he hired the super-engineer Folke Mannerstedt as of February 1st in 1929. He became responsible for the R&D division and his orders from the top were straight and simple - make a machine that will win!


In the article previewing the Six Days, director Tham was interviewed in Motoring News where he stated that it was crucial to make a new type of engine for future races. Folke Mannerstedt agreed and reported that he would follow the team in the sidecar when travelling to southern Germany for the event. Another man, Yngve Eriksson from the tuning department, was also set to go to München for the Six-Days. The Husqvarna team had an optimal backup from their factory, but unfortunately things didn't go their way at the gruelling venue. Instead the British team had another overwhelming victory - as was usual.

It was at the end of the 20s and things looked bright for the coming 10 years. Husqvarna would be there to claim numerous victories and establish the brand as one of the leaders in this competitive industry. And "Motornyheterna" would be reporting of the success from the Swedish weapons company.



Late in his splendid career Sylvain Geboers switched to Husqvarna, hoping for success. The Belgian had never made it to the top of the podium, forced to be content with runner-up positions as country-man Joel Robert beat him to the finish line. After two second places and three third spots in the 250cc world championship, Geboers set out to try his luck with Husqvarna in 1975. Here's how it happened.


Sylvain Geboers was born on the 28th of March in 1945. He lives in Mol, which is the Flemish part of Belgium where the sand tracks are plentiful. He soon became interested in motocross. He started racing by the time he was 16, straddling a big-bore, heavy 4-stroke machine. At the age of 17, Sylvain won his first title and became the national junior champion in the 500cc class. Geboers rode a sturdy BSA Goldstar, which he managed with impressive strength. A year later he was representing Belgium at the team world championship that were run at Hawkstone Park. They finished second at this Moto Cross des Nations, which was Geboers first big breakthrough. With this impressive ride Matchless offered the young Belgian support for the 1965 season when Sylvain yet again was a member of the Belgian 500-team coming home as silver men at the MCdN.


For 1966 Sylvain Geboers had ties with the Swedish performance tuner Lindström, who contracted the Belgian to race in the half-litre championship. Lindström had close ties with Husqvarna and it was these 2-stroke machines that were turned around according to Lindström's technical knowhow. Sylvain returned the favours by clinching his first WC points when he finished third in the Danish Grand Prix. This rendered him his initial four career points. But the season was a big disappointment and did not result in any further points. He came 16th in the final standings, which tempted the Belgian to switch brands for 1967.


In the following eight seasons Sylvain Geboers was at the h of his successful career. Being runner-up in the 250cc championship twice and third three times, the Belgian was well-known all over the globe as he also raced in the American Trans-AMA championships. In 1971 Geboers won this series outright in the 500cc class.

Sylvain Geboers was not only famous for his good stamina and his fantastic rides on sandy tracks, he was also a popular rider because of his nice manners. Always a happy and positive man, Sylvain thrilled his fans - and competitors - with enthusiasm and good pride.

“I considered the mental and physical health as being just as important as my riding ability,” said the sympathetic man from Mol, who still travels a lot in the MX business.


After 14 Grand Prix victories Sylvain Geboers switched to Husqvarna for the 1975 season. At that time he not only cherished the Swedish brand, but also had good experiences from his days riding for the Lindström company. “I was always impressed by the results from the Swedish factory,” said Geboers, “and I wanted to have a go at it in 1975.”

The year started very well on his new mount. In the opening round at Sabadell in Spain, Sylvain finished fourth on his Husqvarna in the first heat. “It seemed the machine and I were a good couple,” he laughed after his impressive ride.


After the first round, the Belgian lay 5th in the title chase. But Sylvain Geboers had seen his best days in motocross. When half the season was over, he came 7th in one leg of the Polish GP in Szcecin. In the following round Sylvain hit 10th position after a decent ride. But that was it during his short Husqvarna career, which only lasted for one-year. His final position in the 250cc championship table this year was a meagre 21st place with 13 scored points.

Sylvain then raced motocross for another two seasons before he definitely quit. “The last two years were more for fun than anything else,” he said after his Husqvarna season. “I knew that my successful years were over.”

On the 15th of August in 1978 Sylvain Geboers rode his last active race on home turf for KMC Mol at the Keiheuvel-Balen track outside of his native town. He still lives on Smallestraat 10 in Mol.


Swede Einar Söderén was an army lieutenant who in 1925 decided to go adventuring. Riding his 12 horsepower 550cc Husqvarna V-twin, Söderén headed off south from Europe with northern Africa in sight. In mid-March, he encountered frozen and snow-covered roads on his 14,000-kilometre trip - but temperatures soon increased…

In 1921, Söderén had acquired his first motorcycle. It was a Husqvarna model 160 V-twin, which he used for recreation. Then he did longer trips, covering many Swedish towns on his travels. "It wet my appetite for more," he said afterwards.

Einar Söderén started to look into the horizon and bought his new 1925 Husqvarna model 170, which was prepared for an extensive journey. The 12 HP side-valve motor, coupled with a 3-speed gearbox, had automatic oiling together with a Schebler carburettor. The machine featured a Bosch light and Söderén equipped it further with sturdy leather cases and an extra canister for carrying reserve fuel. One was filled with spare parts while the other contained a suit, extra shoes, four socks, six shirts, two pairs of underpants, two caps, a camera and a toiletry bag. "As I did my trip alone, I also carried a Browning pistol," the adventurous Swede laughed.


Having travelled the first 600 kilometres on home turf, Einar crossed over to Denmark where he also switched into right-hand side riding. In Germany, Söderén met with hard-surfaced roads, which contained stones. Having passed Cologne, Söderén hit the Ardennes in Belgium when he went the wrong way and entered Luxemburg. "It was actually the only time that I went the wrong way during my trip," he proudly said. The ride over steep mountains meant going over foggy passages, hard to accomplish. The rear lights glowed like red devil's eyes in the dark. "Sometimes, I walked alongside my machine with the big wheels tugging the wet snow," he said.

Most roads in France were battered after the war. Söderén was doing 50 km/h on his way towards Paris. Arriving, he made a stop with his Husqvarna and interested Parisians swarmed the machine wondering what make this beast was. Despite genuine publicity, the brand was not marketed here - yet. High season had just begun in Biarritz and Söderén’s machine still fascinated the French.

Going over the Pyrenees, the lieutenant arrived in Spain where roads again were hard on his Husqvarna. "But my machine never tired although I had to change front fork springs here.” In Madrid, Söderén stayed four days for his initial rest. "I went to see bull-fighting, but wasn't impressed when they slaughtered the beasts," he told. In Sevilla, Söderén met with summer and soon he came to Gibraltar before the ferry-crossing to Africa. Here, he filled up his canister, which gave prolonged mileage to the 11 litres in the original tank. "I had to use the extra fuel a couple of times," Söderén admitted.


An English vessel took the rider & bike to Casablanca in Morocco. "It was an expensive journey," our globetrotter stated. "Arriving, I made an overhaul, exchanging the piston rings and cleaning the engine from carbon emissions. After many miles, a new chain was also due, so I replaced the old one. I also gave the engine an extra dose of oil every 50 kilometres to make it run smoother. The exhausts left a blue smokescreen after the added oil. My personal gear was upgraded, and I switched from leathers to Kaki clothes and a tropical hat covering my head from the sun."

Söderén rode 300 km south to the old capital of Marrakech, situated in the often-snow-clad Atlas Mountains. Here, he met with Islamic traditions and a 42-day religious Ramadan feast. "Interesting, but not getting any accommodation, I backtracked all the way to Casablanca before going to sleep again," he said. Traversing North Africa, Söderén ran out of oil and had to buy an extra small Mobil Oil canister for his onward adventures. "The petrol stations were scarce, and you had to be careful to not run out of fuel," he told. The trip through Algeria was pleasant with good roads, plenty of delicious food and splendid hotels. Traces from the old war between the French and the locals could be seen everywhere, but both Alger and Tunis were now modern cities. It would turn out different in Egypt...


From the start, Söderén intended to take the fastest track to Cairo, but would have been delayed as there were no acceptable connections at sea. Instead, he boarded a vessel north to Civitavecchia outside Rome. Before carrying away on the Italian strada, Söderén hit the capital streets with lots of effective sightseeing on his comfortable Husqvarna.

"It was nice to experience the famous sights in this vast city," he said. "Continuing, I saw wonderful sceneries with beautiful towns situated on hills, looking like bird-nests. These ‘fortresses’ were surrounded by castles and walls to improve the impression. There was an incident on my tour to Naples. Some barking dogs came out on the road and I tried to dismiss them. However, one of them bit me and I had to use my Browning, shooting this evil creature. Displeased farmers turned up as they heard the shot, but they soon realized that I had a gun and was injured by their dog, so they returned home. On top of it all, I learnt that Mussolini punished armed people without a weapons license. Being caught, it would have meant six months in jail, so I took the fastest road to Naples, surviving without further incidents."

Miles before Naples, smoke from the volcano of Vesuvius could be seen in the distance. Of course, Söderén climbed the hs of this volcano and also went to visit the island of Capri with the famous "Grotta Azzurra" (Capri’s Blue Cave). Pompeii was on his agenda too, before going to sea again - this time traveling to Alexandria in Egypt.

It was now June, two-and-a-half months into this bike adventure. Arriving in the Egyptian heat was overwhelming, but people avoided the worst by resting between midday and 4 o'clock. There were troubles at the customs clearance into this bureaucratic country. Despite the fact that the machine had a ‘carnet’ - an international customs clearance declaration - the authorities made a fuss about everything. It resulted in a 3-hour arrest as Söderén’s gun was discovered, which didn’t make customs officials any happier. After tense discussions and helping words from the local Husqvarna agent mister Anlyan, Söderén finally hit the road again. He spent a few days in Alexandria and then man and machine set sights on Cairo - one of the big African goals.


Dirt roads gave little grip and were impossible to conquer in wet conditions. There was mud, mud and more mud during this rainy season, but then it dried out after only two days, Söderén arrived in the vast capital. He looked at historical monuments in this whirlwind city. "Early one morning, I intended to go south along the Nile River, but was instead taken to hospital after being poisoned by ill food in the previous night. I arrived in a German camp and the doctor probably saved my life before I returned riding again. But the effects from my illness put the journey into perspective and I had to take it easy from then on. The Nile was abandoned so I went to visit the Suez Canal instead."

In the Sinai desert, the 28-inch wheels got stuck in deep sand. Four Arabians eventually turned up and helped him out of trouble. When they saw that Söderén had money, the situation turned grave. The Arabs threatened with their clubs but disappeared seeing that Söderén was armed! In order to return, he was forced to take the train instead of risking being caught again. "It was the only time I cheated during my travels," he said.

Jerusalem was the last stopover for Söderén before turning north. "I was weak after the poisoning and steered towards Europe. On my way to Port Said, I ran into a steep ditch, which was discovered too late to miss it. But my sturdy Husqvarna was up to the strain and I continued homebound," he said. In Port Said, Söderén boarded a ship with destination to Genova. Arriving, he was close to an accident as some Italian drivers came towards him on the wrong side of the street. "People used the entire road where the surface was best, without looking left or right. I had to brake hard and one of the gearbox cogs broke. Fortunately, I could go to Switzerland, where the Husqvarna agent sent for spare parts. After a few days, I was able to repair my vehicle." Staying a week in Paris meant a new machine service and a few parts from Sweden. After that, Söderén took the sea road from Rotterdam to Malmö. The final 600 km in the beginning of August did not pose any troubles. Completing four and a half months and 14,000 kilometres, Einar Söderén was back in Stockholm - with lots of memories and a fit Husqvarna ready for new adventures!


Italian manufacturer Pirelli had their tyre treads marked on bodies of female models as a symbol in their famous 1980s calendars. In the 30s, Husqvarna used its racing success to market their products in advertising. The copy and pictures appealed to people's inspiration and was street smart for increasing sales.

During the roaring 20s the Jazz age set off, overwhelming trends that also gave an echo within the motoring industry. In France - where else - fashion was of the utmost importance for acceptance of a new vehicle model. Coachbuilders expressed themselves vigorously and fashion magazines were quick to follow up on new trends. Concours d'élégance were established in Paris with witty designs being displayed to many excited local spectators - one would not show up in Biarritz in last year's model, which was as bad as appearing in the fur of the previous season. It is worth noting that advertising can appear in many shapes, which are accounted for in this little two-wheel episode. The Swedish lieutenant Einar Söderén made a stop on l'avenue de l'Opéra with his 1925 Husqvarna on his way to northern Africa. Interested Parisians gathered around his machine wondering what this beast was made of. Being surprised over the Swedish steel and its quality made of rigid material, some motoring insiders were surprised to see the big engine that powered this vehicle. "C'est un vrai construction avec une moteur comme dans une voiture," were the spontaneous comments. It was truly good publicity although the brand was not sold there at the time.


From its early days, the motorcycle was a magnificent beast - both economically and politically. During the 20s, it took a somewhat modest position in comparison with the four-wheelers. But not only did one regard all the new possibilities riding a potent machine on the road, but also the design and a prestigious layout grew in people's mind. More often than not, the new vehicle era of the 30s developed into a showpiece of the bike designers around Europe and Husqvarna played a vital role in these European developments.


Printed press such as daily journals and weekly magazines had at the time no competition from other media. And certainly not from television, which was still a long way from being introduced. Prints of the era raised the question whether advertising was to be considered an independent art form - or just a folly existing in the tabloids, newspapers and magazines. The debate was absolutely not new as it had been an ongoing theme for at least 500 years since an Englishman printed a leaflet on a hand-press in London. In the 15th century, this man called for attention that his products could be purchased at a low price, which was great news at the time.


At Husqvarna, the boardroom consisted of men in suits during the 30s. Sales increased into the 1,000s during the last part of the 20s and now was the time to look to the future. After establishing how to invest and where to book the profits, the Husky men had the noble task of establishing their goals in advertising. Racing was hot on the Swedish agenda and instead of using the normal tools by publishing street machines, it was decided to feature TT – Tourist Trophy – race success as a new concept from the factory. It was decided that racing success was the right medicine for transmitting sales messages to the would-be customers.

34_saxtorp_win_ad.jpgAnd, as racing victories took off in the beginning of the 30s, the advertising department - maybe just one man - showed the Swedish customers elegant photos or sketches of successful riders in their leathers competing on the Swedish machine. So, in the early 30s, you would see Gunnar Kalén, Ragnar Sunnqvist and Ake Jonsson in advertisements, featuring these riders' latest victories. Simple sketches were the favourites and no glittering shots were used to communicate the company's agenda. It was definitely not the same art as in the automobile business. However, it was a straight-forward concept that worked well within the Scandinavian borders. Mind you, everything published was in colourful black-and-white shades - no true colours here! In the end, originals were for rich people - advertising, you could say, was a poor man's art. However, ‘if the bike I ride to work can also win races, then I feel I’ve made a good choice buying the right machine’ was the important statement.


In a quest for excellence, Husqvarna always strived to better its position on the market by advertising their products. So, be it Gunnar Kalén or Stanley Woods, the riders always marked success by being an icon in the eyes of the customers. To develop means to look forward, taking pleasure in wins and constantly strive for the next victory. But the 30s came to an abrupt halt when the war stalled ambitions towards the end of this magnificent decade.


His close friends nicknamed him ‘James’ as Swede Gustaf Göthe had bought his first James motorcycle in 1914. When riding Husqvarna, his major merits consisted of victories in the ‘Novemberkasan’, the Six-Days ISDT and the prestigious ‘Majtävlingen’ – the May Trophy. Gustaf Göthe was also a well-respected engineer at the Huskvarna factory, being responsible for developing the famous 150-model - a 550cc Husqvarna V-twin. It was Husky’s first own-manufactured machine and came out in 1919.

The two phantoms Gustaf Göthe and David Senning captured gold medals in the 1922 Swiss ISDT. Three Husqvarna riders from Sweden took part in the event, where competitors had to manage steep hills in the Alps. Going uphill, not only strained the engines of the workhorses, but also put severe pressure on the brakes when going back down. Most riders were not used to such obstacles, which of course influenced their performance. Göthe however, was often heard humming the unfinished tunes of Beethoven or the ‘Magic Flute’ by Mozart when he was riding.


Conquering the dwindling passes in the Alps, many a rider got stuck with problems and had to abandon the race. The Husqvarna riders had the disadvantage of the weight of their machines, which caused them to ride with care. The engines tended to overheat as they were used to the limit. Thanks to Gustaf Göthe and his partners, the Swedish efforts in the team resulted in third place after England and Switzerland. In 1923, Göthe took the Swedish Husky team to an overwhelming victory in the ISDT on home grounds. But this successful rider was more than a strong man behind his handlebars.


He started riding back in 1913 and did his very first race on a twin-cylinder Humber motorcycle. In the following year, he set off on an English James machine, hence the nickname given to him by his colleagues. Gustaf Göthe was a young man with an engineer's degree when he joined Husqvarna in the first month of 1917. He was going to be responsible for R&D in the coming model 150 with a half-litre engine manufactured in-house. This is his story:

Gustaf Göthe: “The task given to me was twofold, if not more, partly I was to enhance the riding characteristics of the existing machine, and partly to develop a brand-new engine, which would make Husqvarna an entirely domestic product. Actually, the first plan included two vehicle versions – one lighter motorcycle for solo riding and one sidecar unit. But due to financial restrictions and other limitations, it was only possible to make the solo version, which then could be fitted with a sidecar as an option.


“My responsibility included research in balancing the machine, keeping the overall weight to a minimum and making a reliable power source, which endured strain. The engine had to be quick and flexible and free from vibrations. But after the war, it was difficult to find decent material to work with. I went to Denmark where I found an AJS and a couple of other old machines, which was enough to do some experiments at the factory.

“I was also handicapped because of the lack of a test-bench since I needed to run the engine in order to develop its characteristics. The solution was to travel nearby to the village of Klevaliden, where some of the problems could be managed. On the other hand, there was also a shortage of fuel and the restrictions also had a negative influence, delaying my work. During 1918, I was able to finish the three-speed power source that would eventually be used on the Husqvarna model 150, which was presented the following year. The finished product was a 550cc four-stroke V-twin with side-valves, sturdy cooling fins and an Amac carburettor. The published performance was 10 horsepower but in reality, there was more clout in this power-house. However, it was decided to keep the figure low for tax reasons.


“There were more things to take care of - the rest of this new machine such as the frame, suspension and riding position had to be developed for proper use. I made several trips to southern Sweden before the final work on my drawing board could be done. I was not allowed to change the front forks as the factory had a substantial inventory of these parts. Then again, there were repeated follow-up journeys to establish endurance, reliability and quality of the new 150 model. Finally, celebrating New Year’s for 1919, we could also praise the very first own-manufactured Husqvarna motorcycle. It was a great moment in my life and it also turned out that this motorcycle would path the way for a great future of the company.”

Back to racing, and in 1919, Gustaf Göthe once more took an important victory for his factory. Riding his new, own beloved machine, he ousted the competition by winning the prestigious Novemberkasan – a remarkable feat that he would repeat five years later when Göthe came first, riding a Husky sidecar carriage. He did a few more racing stunts, but from now on, Gustaf mainly concentrated on the work at the Swedish factory. In one of the pictures captured in the early 20s, we see Göthe on his machine equipped with gas-light and the feeding tube mounted on the bottom of the rear-frame.


In 1928, the genius left Husqvarna and moved back to Stockholm where he became an editor at a weekly newspaper, covering sports. Shortly thereafter, he was hit by a car in a blind corner, which cost Göthe his life – a huge loss after so many successful races without injuries. Finally, a last wonderful truth, which tells you tons of Gustaf Göthe’s remarkable character. He always carried his tuxedo in his luggage when riding to an event as it would be unthinkable to present oneself in any other clothes at a prize ceremony. Wow!


Apple-cheeked Bill Nilsson was nicknamed ‘Buffalo Bill’ because he showed no mercy to his competitors. The fiery Swede was a tough Viking – never afraid of a challenge. Bill rode with the precision of a surgeon, but his main assets were his short temper and his stubbornness to never give up. That's why Bill Nilsson was so efficient, so successful and ever since he straddled a factory Husqvarna was a stellar Grand Prix performer on the track...

It was in the beginning of the 50s that Bill Nilsson started riding motocross. He was already a good stuntman – great at wheelies, which require a good sense of balance. Ten years later, ‘Buffalo Bill’ was hired by Husqvarna to ride for them during the 1960 world championship season. Everyone in the town of Huskvarna was convinced that their new factory rider would be the one to count on. True, there was no guarantee, but everything pointed in the right direction.


Reigning European champ Rolf Tibblin was riding the second big-bore factory machine, backing up the passionate Bill for the title. The Nilsson family lived on Rörvägen ‘Tube Road’, in Hallstavik and there were few tubes that couldn't be bent by super mechanic Bill. Up until now, he had built and tuned his own machines, which lead to his first world championship title in 1957.

“But now, I devote more time to riding and practicing around my home grounds in Roslagen, north of Stockholm,” Bill told me in the 60s. “The fact that I received my Husqvarna from the factory a full month ahead of the start of the season, made things a lot easier. I got used to its performance and could adjust minor details to suit my riding style. After 10 years in the saddle I had never been so well prepared.”


Being just 1.70 metres tall, Bill possessed a stocky and robust body.He looked even smaller when he wore his large leather pants, and the helmet hanging on one side made him look even funnier. But once straddling his machine, there was little to joke about. Where the lack of experience penalised him, his determination and desire to win made up for it. His riding style was based on stamina and talent that allowed him to face obstacles with determination. His extremely tough character led him never to accept defeat. He wascomfortable in all terrains, be it in the mud, in the water pools or over jumps and hills. Bill was armed with great self-esteem and had a mind to go far in his career.

The 1960 championship lasted for four months and a couple of weeks. The season opener came at the end of April in Sittendorf, where a decisive event would reveal what everybody had been up to during the winter months. In mixed weather between a burning sun and freezing hailstorms, 30,000 spectators watched 37 riders from seven countries compete. The course was 1.7 kilometres long and had to be covered 15 times in each moto - a hard task even for the well trained and almost impossible for those who weren't in shape.


Husqvarna soon proved to be in top condition – Rolf Tibblin won the first heat while Bill Nilsson came third. In the decisive moments of the second race, Tibblin took another win while Nilsson was second this time around. A double victory for Swedes and the domestic brand, what an eye opener!

By mid-May, Vésoul in France hosted the next Grand Prix. This was definitely not Nilsson's weekend as he broke down in both legs. First, he had an eroding spark plug, while a broken magneto stopped his second outing. But Husqvarna went on to win anyway - with Tibblin.

Two weeks later, the Swedes competed on their home turf, battling for positions in Hyllinge. Eight nations appeared in front of 15,000 spectators. Bill fell in the first heat but managed to come back and filled third spot. In the final, nobody could touch him and he took the overall victory - his first of the year. “I was so pissed off after my crash,” hot-tempered Bill said. "Consequently, I wanted revenge in the second leg."


Italian Imola is a classic motorcycle venue, both for motocross, road racing and formula one. Bill Nilsson came third overall and now shared the lead in the world championship standings with 18 points, tied with Sten Lundin. In Bielstein, Germany, Bill Nilsson injured his foot and had to abandon the race, but a week later he made up for the loss by winning the British GP at Hawkstone Park. He was back in the world championship running again - with 26 points.

"It was a Hitchcock thriller in England,” Bill said with a grin. 50,000 fans were present to watch the Dutch Grand Prix at the sandy track in Bergharen. Husqvarna shared a double victory, with Nilsson first and Tibblin second. A great day for Sweden!

The Swedish dominance in the 500cc class was overwhelming that year. Out of the six best riders, five of them were from the Scandinavian countries. In Namur, Belgium, this proved to be a representative fact – the four top riders came from Sweden. It was like a playground next door.

Bill Nilsson had his chance to secure his second title and Husqvarna's first world championship ever, should things go his way - and it did. Monsieur Nilsson took his fourth win and beat his opponent Lundin by 30 seconds. This result forced the factory to print a fan-card with a picture of Bill winning in Namur. It is today very valuable and sought-after, especially if you happen to find a signed copy. A famous quote came from Bill when he was to sign his autograph, “I never sign my name below that of Sten Lundin’s,” Bill said in earnest. And that was it.


The ninth and last round was organized in Ettelbruck, Luxemburg. In a water-filled ditch, both Nilsson and Tibblin had problems when a clogged ventilation hose for the petrol tank caused their retirement. Both riders had to abandon the race while Sten Lundin took the last laurel of the 1960 world championship, but he was still two points down on the leader.

Bill Nilsson also won his national championship in great style, taking three wins out of a possible four. Advertising was easy for Husqvarna at the end of this thrilling season; Nilsson first, Tibblin fourth. Life was smiling at the world champions and there were gorgeous headlines in these Good Old Times!


There is an old Irish proverb ‘An old broom knows the dirty corners best’. This applies to the legendary Stanley Woods; whose 10 TT victories were unchallenged in the 1930s. In 1935 the Irishman chose to join the Husqvarna team, culminating in a tremendous Saxtorp win which the history books recall as a ‘hair-raising adventure’. Just shy of 90 years old, ‘Mister Tourist Trophy’ sadly died in 1993.


Stanley Woods was a big name in motorcycle racing in the 30s. Born in Dublin in 1904, he became the most successful Isle of Man TT rider of the era with 10 wins, a record held for over 25 years until the late Mike Hailwood beat it. When he did so, Woods was waiting at the finish line to congratulate his colleague. The son of a toffee salesman, Stanley Woods would always bring boxes of candy for the scouts who manned the IoM scoreboard on which the grandstand audience relied to follow the races.


As a youngster, Stanley rode a 1,000cc Harley sidecar and borrowed this machine to make his race-debut in 1921. He had removed the sidecar and competed in a public road event until a crash forced him out of the race. Replacing the broken handlebars with a branch cut from a roadside hedge, he went back home. Woods' TT career began in 1922. Unfortunately, his machine caught fire during a refuelling stop. He dowsed the fire, brushed aside the officials who were trying to persuade him to stop, and rode off to finish the race in fifth place - he was 18 years old. In 1923 he was back and won his first TT-race. There were to be many more and Stanley always conquered there. His association with British manufacturers spanned from 1926-34.


By 1934, at the h of his career, Stanley Woods chose to switch to Swedish quality. His independent character and the prospect of better money led him to sign for the Husqvarna factory. In February 1934, Stanley came to Sweden to discuss motoring matters with boss Folke Mannerstedt. He wanted to have detailed info on his new Husky-Banana (English wording for those who wouldn't pronounce the Swedish brand correctly). The Irishman was curious about a national ice racing event. At the famous Lake Axamo in mid-Sweden, he was guided by specialists Kalén and Sunnqvist, who let the Irishman in on the secrets of broad-sliding on ice.


"I have never been so frightened in my whole life," said Woods when he saw the riders perform in the cold. But, on February 18th, Woods was ready for his chilly ice debut at the Stockholm Vallentuna track. It proved to be less successful than he was on the tarmac. The machine did not start until half the race was over, so no triumph and the 35,000-strong crowd were disappointed. A week later, he tried again at Lillehammer in Norway when his chain broke right after the start. But there would be prosperous times. Husqvarna advertised their factory team for 1934, which not only included Woods but also Ernie Nott who rode the Swedish 350cc machine. Together with Gunnar Kalén and Ragnar Sunnqvist, Husqvarna had the highest quality team of all time.


Saxtorp 1935; 150’000 spectators, 17 starters in the 500 C-class, Husqvarna started as favourites with Stanley Woods competing as a rookie. Starting at 12.45, it was an incredible day! Stanley had last-minute spark plug troubles and set off fifth but was already second after the first lap. Another round and the Irishman lay ahead of the entire field. Husqvarna were dominating on home turf. But after five laps Woods was missing. His machine had stopped and he stood alongside the track at Dösjöbro for a while before the engine fired up again. Time and effort were of the essence now. Stanley Woods went straight into the paddock where it was confirmed that he had a faulty gearbox. Normally there was nothing you could do, but the factory mechanic Nils Jacobsson fixed the gearbox in 14 minutes - with a little help. He was not allowed to enter the pits, so he worked lying horizontal, hanging over the paddock wall, as someone held his feet. Quite spectacular – there was no ‘no can do’!


When Woods went back out onto the circuit again, he was two laps behind the leader. After 19 laps Woods went up to second place, a minute and 12 seconds behind now. Things looked difficult, but manageable for the champion. Two laps later he led the race again and was able to ease down his pace for safety. So, the fabulous Irishman took victory after 3.31 hours of racing. His average speed was 123,7 km/h with his best lap at six minutes and four seconds (av. 143,55 km/h).


Stanley Woods had a fearless riding style and would talk calmly of drifting corners at 100mph on the loose surfaces of its time – this was combined with good mechanical knowledge and sympathy. The motorcycle press at the time described him as the ‘Irish Dasher’ with stylish riding manners that were influenced from watching fellow TT competitor’s race. But he was also a sly rider, as ragged as the outline of his face, he knew how to handle his machine tactically. On top of it all, Stanley Woods never gave up, being a true fighter in his game. His ability built him into a legend, but he was a modest man and chose to avoid recognising fame. His racing era took place against a backdrop of a poverty-stricken Ireland and a rapidly changing, pre-war Europe. Woods' standing in the history of the TT was so high that in 1968, experts named him the greatest of the island's competitors. In 1996 the Irish Post Office issued stamps of notable Irish motorcyclists that included Stanley Woods. Fanfares to one the greatest icons with another Irish proverb, which he liked, “If you're lucky enough to be Irish, you're lucky enough!”


Throughout the history of Husqvarna, good old times existed for the brand during the road racing of the 30s - called TT, short for Tourist Trophy at the time. This form of motor racing was abandoned before the Second World War and it took more than 30 years before the arms factory in Huskvarna resurrected the sport again. One of the oldest motorcycle magazines in Sweden, MC-Nytt, had a thrifty editor who had high hopes for the local national brand and thought up some creative ideas to be introduced by Husqvarna.

In the beginning of the 60s the editor Bengt Björklund of the Swedish ‘Motor Cycle News’ magazine came up with the idea to reinstate road racing for Husqvarna. He said, “It would almost certainly stimulate the market.” A market that had consisted of racing offroad machines in various forms during the 50s. During this time the interest for road racing was still very much alive after the world war, but Sweden lacked talented riders who could perform well internationally.


The new idea was discussed in the boardroom and it was decided to try a concept where the reliable 250cc engine would be used as a power plant. The quarter-litre engine would certainly not be the fastest in international competition, where a number of English and Japanese brands were leading members. But the Husqvarna on the other hand was very reliable and had a broad power-band, which should make it competitive in a starting field.


It was decided that the project would be a joint venture between Husqvarna, where Bror Jaurén was responsible, and MC-Nytt where Bengt Björklund would be the driving force. Engine parts and some other components were given to the magazine people who were then responsible for putting together a very basic Swedish road racing machine. A chassis of Husky's motocross bike was now being used for road racing purposes for the very first time and it was proven to both be adequate and reliable for the task. Development engineer Tommy Malm at Husqvarna helped with settings and also did some modifications of the power plant to make the new machine faster. The team was allowed to use Husqvarna's facilities, but had to work on their spare time, outside of working hours.


One of the local bike riders from the west-coast agreed to race the machine, which were ready to be used for the 1966 season. His name was Anders Bengtsson who had little experience of racing but was considered to be a daredevil on a two-wheels. During the end of 1965, road racer Kent Andersson was also contacted which gave Husqvarna an excellent pair of riders for the new season.


The initial national championship race was to be held at Skarpnäck, just outside the Swedish capital of Stockholm. Tommy Malm had spent a lot of hours in the workshop preparing for the Husqvarna debut event. The race went very well and Kent Andersson (125cc world champion for a Japanese brand many years later) won the 250cc class while Bengtsson managed to finish third. This was of course very much out of order for a total rookie and Husqvarna was soon in the headlines on the Swedish sports papers all over the country.


This success gave the factory and team members a lot of confidence and Husqvarna continued road racing on the European continent. They were mostly successful on tight circuits where Andersson & Bengtsson would use their machines with the advantage of having good performance in combination with superior road-holding. Faster tracks were not as successful as their top-speed could never match that of their competitors'. The top result came in a local Belgian road race where the Husqvarna pair finished on top of the podium.


After the European success Tommy Malm began looking worldwide for acceptance. He contacted the organisers of the Japanese Grand Prix and not only was the team's entry accepted, but it also included expenses paid for the entire trip as well as some starting money up front.


Husqvarna's Grand Prix debut could not have gone better for a rookie team. Kent Andersson became the first Swedish rider for a long time to finish in the points when he crossed the finish line sixth, giving the factory its very first world championship point. However, the factory did not think it was worth continuing their efforts after the first season in 1966. They decided it would take too many resources and cost too much to go on racing and therefore withdrew their team the following year. It would take quite a few years before Husqvarna made a comeback in road racing. But that is another story...


Bragging about being the ‘biggest and best’ was not out of order for the Americans in the fifties. They prospered after the Second World War and hit a big economy leap. Research and development resulted in modern products which were very much sought after in Europe. American motorcycling was everyman's game, be it in the desert or just scrambling around the forests.

Things looked gloomy for the Husqvarna two-wheelers at the beginning of the 60s. Despite good intentions and motocross titles, the board of directors had limited understanding of the motorcycling potential. To say the least, they were against most of the ideas that came from responsible people in this division. But as it happened, chance would alter the future for the Husqvarna off-roaders and the answer lay in the United States.


The Swedish dealer Stig Ericson of MC-Trim in Stockholm was travelling around San Diego in southern California. As winters were cold back home, ‘Stickan’ preferred the western state sun to the local snow. In a nifty smorgasbord joint called ‘Bit of Sweden’ in El Cajon, he, by sheer chance, met with salesman Edison Dye over a meal. The American had been in the bike business for years and the two started talking about European motocross. Edison showed genuine interest for Husqvarna, but the MX sport had yet to be discovered in the U.S.A. However, Mr Dye figured that there would be interest in solid offroad machines such as the Swedish product.


Consequently, Edison Dye approached the weapons factory with a letter asking them to let him and his company MED International represent Husqvarna in the United States. True to the negative instinct from the leaders in Huskvarna, the simple answer was "no”, with a polite twist of saying "thank you for the interest". Their point of view was enhanced by factors such as; no desire to export, no motocross market available, no knowledge of recreational riding and last but not least, an unfavourable dollar-exchange rate, which made Swedish goods expensive across the Atlantic.


But mister Dye from Oskaloosa in Iowa did not give in as easily as earlier interested parties had done. The rebel had a temper of a whirlwind and was persistent enough to be invited for a meeting by the autumn of 1965. Two representatives from Husqvarna met with the eager American in Scandinavia. Edison Dye convinced the Swedes that he was the right man for the job and bought 50 machines to be delivered during the 1966 season. The initial deliveries were air-freighted, which saved valuable time as Edison Dye wanted to give the first Husqvarna to ace rider Malcolm Smith.


Edison had seen Malcolm ride on a track outside San Diego and he went to see Smith in Riverside. The ace rider showed interest to switch from his British make to Husqvarna. "I will try out your bike and let you know how I feel," he said. Malcolm was impressed with the Swedish product and had a great smile on his lips when returning from a long ride in the hills. "I want to try it next Sunday at a desert race," was Malcolm's comment. Of course, he won the race by over 20 minutes at the finish line. The rest is history. Malcolm Smith became the number One rider for Husqvarna in the United States, backed by Med International. Their relationship lasted over a period of more than five years.


Edison Dye also wanted to have machines in his Californian showroom. One of the initial 50 machines was bought by Steen's and delivered to Alhambra in Los Angeles - a Husky which I rode in 1967 and blogged about some time ago (see ‘Mojave Dancing’). For three years the Swedish factory had only churned out a few hundred units a year, but this changed in 1966 when USA hit the market for the Husqvarna products.

Edison Dye: "The first year I sold 100 machines, then it was around 500 units while the third year's sale came up to 1,000." Not only was MED International successful, but also triple world champion Torsten Hallman, who rode 23 races with as many wins. He was the true Swedish ambassador who presented the sport to the U.S. motorcycle fans. Shortly after, Dye & Hallman introduced the classic Inter-AM motocross series in the USA, where most of the world top stars came to compete towards the end of the sixties. Now would have been the right time for the Husky people to react and invest into the future. Unfortunately, that did not happen although the U.S. market swallowed the better part of the factory's production.


From 1961 to 1970 Husqvarna only manufactured 14,000 units, of which 5,000 were made in 1970 when the new Ödeshög factory opened. But the demand from the American market was bigger than that. Hungry customers waited to lay their hands on this new Scandinavian product. Edison Dye was the father of American motocross and did many fine things for the sport when it was established in the USA.

By 1974 Edison Dye decided to end his successful business and stop going to races. He had spent a good part of his life selling bikes. Edison wanted to retire as he also had lost his influence on the international motocross series (first called ‘Inter-AM’ - then the ‘Trans-AMA’ series). In 1999, the American received a Motocross Life Achievement Award in the USA for his outstanding efforts with Husqvarna during an influential 10-year period when motocross arrived in the big country.


At 70, Arne Kring still enjoys his time fixing two-wheelers. Although he was a factory rider for Husqvarna, he never left his true profession as a repair and salesman for bicycles in his private shop. Kring became globally famous when he ousted the entire motocross world back in 1970. He led the 500cc championship and would have won the title had he not crashed severely injuring his back. The result - Arne was runner-up to Bengt Aberg, who instead clinched his second MX world title.

He had the calm persona of a true northerner and Arne Kring never used big words around his colleagues. Coming from Knada in the county of Hälsingland, he was born on November 16th in 1942. In his teenage years he became interested in motorcycles and started to ride a 175cc Husqvarna Silver Arrow with great passion. More often than not, he rode his two-stroke on gravel roads and into the woods to have some fun. So, in the early sixties, Arne Kring decided to be a racer and took up motocross seriously. By chance he entered the Swedish GP at Vännäs in 1963, as the event was held not too far away from his home. Arne surprised the entire elite class by finishing second overall behind Torsten Hallman. Kring was only 20 years old at the time and there were of course big headlines in the press upon his unexpected success.


After his podium achievement the Swedish youngster continued racing. Between 1964 and 1967 he rode Lindström and Ricksson machines, both makes were developments on the Husqvarna bikes. At the Swedish 250 GP in Motala 1967, Arne Kring took world championship points again coming fourth overall. This popular result prompted the Swedish factory to give Kring a machine for the 1968 GP season, but it was still early days in his coming career.

In 1969, Arne Kring hit top form and was right there from the start of this season. Not only was he in good physical condition, but he also had the best 500cc machinery available from the Husqvarna factory. The second round on the agenda came in Motala where Arne had scored two years before in the 250 class. Now he was into the powerful big-bore machinery, but it made little difference for the Swede who delighted his home crowd by winning his very first Grand Prix - ahead of Bengt Aberg.

“It was a fantastic feeling beating my neighbour from home,” said Kring with a great smile on his face. “Bengt and I are good friends, but not on the track, of course.”


For good measures Arne went onto the next GP in Norg, Holland, where he took yet another Grand Prix victory in the sand. After three GPs he now led the championship. By mid-June the elite crowd of riders had gathered in Prérov, Czechoslovakia. Kring delighted the spectators by taking the chequered flag as second rider overall, gaining a valuable 12 points. He now placed second in the overall 500cc standings.

“The scene in the eastern world is incredible,” said Arne. “People really care for motocross and they are knowledgeable of our sport.”

It took until the last round in Schwerin, East Germany, before Kring won again, cheered on by spectator’s hats and handkerchiefs. It was a fantastic year for the Swede, placing fourth in the championship - behind winning Aberg. It was a tremendous season for Husqvarna.

When not on his motocross bike, Kring was occupied with two-wheelers. He has a shop at home for selling and repairing bicycles together with other bits and pieces that may be required out in the countryside - far from the big cities.

“The bicycle shop has been my safe heaven and main income,” said Arne Kring with a cup of coffee in hand. “The motocross was serious for a few years and I enjoyed the time thoroughly. But I also knew that when push comes to shove, I could rely on my business although it never grew out of proportion. I guess some customers came because they wanted to see who the racer-guy on the Husqvarna was.”


Arne also has a great collection of motocross machines at home, mostly Husqvarnas in original condition. All his bikes are in perfect shape and will probably end up in some museum one of these days. “Maybe, if I get tired of them, but they are certainly not for sale now,” Arne says. In the meantime, the bikes are displayed in his shop to be seen by customers during opening hours.

1970 began with Kring on top form. Halfway through the season he was leading the championship with three GP wins - 14 points ahead of his neighbour Aberg. The two unfortunately clashed in their home GP and both had to retire. In the second half of the season Arne Kring had a severe crash in Belgium at an international race and hurt his back seriously. It put him out of the season and out of the title race. Still, he came second in the 500cc championship overall. Arne Kring raced in the world-series for another five seasons. In total, he won seven Grand Prix victories, but decided to stop riding motocross after 1975.

Years after his active career I visited Kring in his Knada shop, 300 kilometres from home.

“Welcome, here is a cup of coffee,” he said when the phone rang. “Can you please answer and listen to what the customer wants? I have to attend to a bike over here.”

Half an hour went by and Arne remained occupied. An hour went by and he still acted the salesman. Myself, after having served a few more customers and answered questions, decided to leave.

“Nice to see you,” Arne Kring said with a big grin on his face. “Please come see me again. Maybe then I can spare a few moments...”


The International Six Days is well known to most bike enthusiasts. Back in 1950 the Swedes wanted their own enduro, so the first "Motoring Six-Days" event was introduced. This gruelling race lasted throughout 50s and was cherished by riders who wanted success despite the sacrifices. It was also the official racing comeback for the Huskvarna Factory after the war.

Carl Heimdahl was one of the leading technicians at Husqvarna's R&D department, having been contracted by the factory from the beginning of the 30s. Among his other achievements Carl was also responsible as the chief engineer for the coming ‘Silver Arrow’ - Husqvarna's biggest street success throughout history. He was also a keen competitor and had collected a lot of trophies on his bookshelf. In the beginning of 1950, the newly developed 125cc engine was ready for testing at the factory. Since the ‘Motoring Six-Days’ was coming up in mid-May, everyone was looking to finish the new machine in time for this decisive race.

57_motor_6days.jpg90 participants throughout five classes - including sidecars - took off from the start at 5.30 in the morning of May 13th 1950. The day’s stage went from Linköping to Västerås, and was 463km long. As the final part consisted of a swamp section, quite a few of the delegates had to unfortunately abandon the race there. Only five riders were without penalties after day one. The second stage was easier to accomplish, while the third consisted of a tough night-stage, 324 km long. It was a cold night and very testing for the competitors - just 30 men made it through the darkness. After only four hours of the sleep, the next stage was held over 244km. The final stretch then went to Stockholm with the riders completing a total distance of 1,900km. In the 125cc class, Husqvarna dominated the results sheet by taking the four first places, including Carl Heimdahl who placed fourth at the finish.

dsc_0837.jpgThe popular event was repeated in 1951, but the race ran from Falun to the Stadium in Stockholm over seven stages - the night section included. This time, the start was held on June eighth, which made the enduro conditions a little less extreme than the previous year. In the landscape of Dalarna, many difficulties were encountered by optimistic riders. Stages in touristic towns like Leksand, Rättvik, Orsa and Mora had to be covered. The knockout sections were saved until the last days, in order to separate the men from the boys. dsc_0840.jpgAfter his 1950 success, Carl Heimdahl was awarded to start as the number two rider a few minutes after six o'clock in the morning. However, he was out of luck and did not finish the competition. Instead, two other Husqvarna-mounted riders were successful and finished second and third in the 125-175cc class.

1955 was the last true Six-Days event of the ‘Motorsexdagars’ as it was shortened after this year. A record number of 105 riders turned up to participate, but only 65 percent of them managed to take the chequered flag on May 22nd when the competition came to an end. Before that, the race was not only a nightmare to conquer, but the authorities had turned against motorcycling in general - bike racing such as enduros in particular. The police were watching everywhere and gave out penalties to surprised riders who in some instances had broken the law with the lowest margins. Despite all the rattling, Husqvarna managed to dominate the 175cc class with their reliable machines. Out of 11 gold medals in this class, the Husqvarna riders captured no less than eight golden plaques - a phenomenal record in the books. The rider Bengt Fasth came home without penalties, having ridden the ultra-new Silver Arrow with modified front forks and a rebuilt rear-frame. dream_machine_281.jpgOne year later, the event had transformed into a four-day competition due to the high costs of the venue. 97 men started this enduro in Strängnäs and 66 made it to the finish line. The Husqvarna riders Sune Olsson and Lars Hansson were first and second in the 175cc senior class, where the competition was very strong. In 1957 the race was reduced further to three days, which would remain for the lifetime of the event. Rolf Stagman was a good enduro rider for Husqvarna and won a gold medal there. He was then approached by the factory and assigned as a test rider for the ‘Silver Arrow’ project.

In 1958 the Motoring Six-days had the status of a national enduro championship race. Again, the 175cc class was won by Husqvarna with Göte Berglund in the saddle. Finally, 1959. It was again a super-tough race with only a couple of riders without penalties at the finish. Consequently, the organisers prolonged the riding time by 10 minutes in order to be able to distribute all the 41 medals that had been prepared for 55 riders in this event. There were of course massive protests from the most successful participants, but the organisers insisted, so the result sheet wasn't a complete waste of paper.

In the circle of life, the "Motorsexdagars" came to an end after costs sky-rocketed and interest diminished. It was a stellar 50s venue where only the strongest were victorious. Husqvarna made a strong contribution to this success!


People in Finland have always had a sweet tooth for motor racing. Through the years they have fostered more than a few world-class motorcycle riders. Looking back through history, it all started in 1932 when the country organized their first Grand Prix, outside of Helsinki. There was a place that initially had been reserved for a zoo, but plans changed and it turned out to be a good location for a TT racing circuit. Therefore, it received the name ‘Djurgarden’ (animal garden) after it had been initially called the Eläintarha track.

After thorough preparations and massive publicity, things looked optimal for a tremendous weekend with a new national record crowd present. It was reported that nearly 50,000 spectators made it to the Eläintarha/Djurgarden circuit, which had been made up to Grand Prix standards ahead of this fabulous event. It was such a crowd-pleaser that thousands of would-be attendants had to return home due to a scarcity of tickets and lack of space on the racing grounds.


Every inch was packed to the limit when things started to happen. The cars were starting on this day and it wasn't until two o'clock in the afternoon that the two-wheeled TT riders made their entrance. Husqvarna had their two aces lined up at the start, represented by Gunnar Kalén in the C-class (500cc) while Ragnar Sunnqvist rode in the B-class (350cc). The two motorcycle classes had a joint start with 20 riders taking off from the grid at the grandstands.

At the getaway, Gunnar Kalén, displaying the number eight was the quickest man off the grid, closely followed by the local star Otto Brandt riding a British-made Rudge. In third spot Ragnar Sunnqvist (Husqvarna) already haede Ove Lambert-Meuller had problems with his AJS right from the beginning and was forced to catch up with the rest of the field having been severely delayed - at least, he rejoined the race. After a little more than one-minute, the leaders raced past the grandstands having completed their first 2,034 metres out of a total of 42 laps.


Kalén was still in the lead and now being followed by the Finn, Arne Anttila on his AJS, and Hans Thorell. The home rider K. G. Granberg, on a 500 cc Saroléa, lay fourth just ahead of Sunnqvist and ace Erik Westerberg on a well-tuned Norton, both battling for position. After five laps the front order was still the same while Thorell had advanced to third place follwho like Anttila was heavily supported by the delighted crowd. The Finns realised that their riders did not have the same experience as their Swedish neighbours when it came to international bouts. By lap 10 Kalén had increased his lead and now was 500 metres ahead of second and third men, Anttila and Granberg.

So, Gunnar Kalén on his super-tuned 500 Husqvarna stormed away on the long ‘Railway Straight’ in front of a massive bunch of spectators. Ragnar Sunnqvist now lay fifth overall, but second in the B-class. At this time the five leaders had an overwhelming margin to the rest of the field. During the next ten laps, Granberg made a stunning effort, catching up with Kalén. After a little more than halfway through the race he was just 25 metres behind the leader.


Erik Westerberg was forced to pit, adjusting his gear lever before he rejoined the race. However, he was a lap behind at that stage. Right up until lap 40 Granberg followed Kalén in the leader's shadow. The Finn then overtook the front runner to the great excitement of the spectators – Kalén however soon re-took the lead. Granberg tried too hard to regain his former position when he crashed, injuring his shoulder and having to retire.

After this incident, the road to the finish was clear cut for Gunnar Kalén who won almost a full minute ahead of Arne Anttila and Erik Westerberg who had been catching up during the last stage of this gruelling race. Ragnar Sunnqvist came second overall according to the measured time, but he was of course the master of the B-class, celebrating a comfortable victory. Ragnar was almost four seconds ahead of the Finn R. Lampinen on his Rudge machine. This was a double win for Husqvarna beating the opposition fair and square.


“We had a devastating advantage over the competition with our full-blood machines in perfect order,” recalls Kalén after crossing the finish line. His overall time was one-hour eight minutes and 37 seconds - at a stunning average of 89 km/h.

“You can't do more than win,” said Ragnar Sunnqvist after having scored in the 350 cc B-class - his speed was 88 km/h. Fanfares played out to both Husqvarna-mounted Swedes. Now, the motoring world looked forward to the next Grand Prix at Saxtorp, a venue which would be held in just three months' time. Here the two ace riders would again score a double victory. Caramba!



Twisting the night away dancing salsa or samba was never my kind of thing. No, I'd rather be doing it dirty in the dunes - preferably on a Husky-engined bike. Come with me back to 1967 and follow me through the desert - just 18-years-old and newly-graduated, I came Stateside to dance around in the Mojave. Surfers and blondes, step aside!

Early May, after graduating from high school, it was party time. I was out for an adventure and planned to start the following morning – a trip to the US Indy 500. But first, I had a few drinks and ended up in Hotel Foresta, outside Stockholm city. As it turned out, the Beach Boys were on tour in my home-town and we hit the very same bar in the wee hours of the night. Talking to Brian and Dennis Wilson, the subject soon got onto cars - a favourite topic. I proudly told them that I would drive a Shelby-Mustang press car for three weeks in California, but they were unimpressed: "It's a slow car”, they said unanimously, “we prefer the Shelby sports car, which is a lot faster". True, but then I did drive the supercharged version, which produced an awesome 450 horsepower, more than enough power for a poor graduate. After Dennis signed my college cap, we parted ways and they wished me good luck on my Surfin' Safari.

I had been invited to Los Angeles after helping a lost American media man in Sweden, the previous year. "Why don't you come visit me in Pasadena?” he’d asked. “Be my guest and stay as long as you want". Such a nice proposal couldn’t be rejected and Lynn Wineland was the kind journalist who would take care of me.


Being a true Californian, he had broad shoulders and pale-blue eyes, having spent his youth surfing - just the way the yanks do as a lifestyle here. He also had access to one of the first Husqvarna motocross machines that were imported to the United States. "Why don't we enter you in a race?" he asked matter-of-factly. Being open to new things, I agreed without hesitation. "I'll take you to the Mojave for the weekend." Lynn promised.

Like many epic trails, the Mojave Desert was an old Indian trade-route. The Indians lived here along the Colorado River, following tracks that guaranteed water. Then the Americans moved west. Kit Carson came this way to reach the Mexican Pueblos. Gold was found, and people went crazy.

Gold or not, the Mojave was an early route that brought pioneers to California. The soil is unique and much of the countryside is the same now as it was once found. The Mojave consists of sand mixed with gravel basins, potholes and salt flats. It is a vast, arid region in south eastern California and you'll see cat claws grow along the arroyos. Trees are few, the exception being the Joshua, which is a yucca.


We left early Sunday morning, it was pitch black outside. Stopping for breakfast - American style - scrambled eggs, hash browns, bacon, toast and hot coffee. Yummy, not like yoghurt and cereal back home! Getting close to nature, we watched the sun come up over the horizon. Unforgettable. To me, this was the Wild West, which is America to Europeans. The desert lives with its fate and has its own rules. Water means everything, or better still, the lack of it. In fact, an oasis is all that is on your mind despite all the bike fun. For it will get hot out there, and it gets dusty and your throat is going to be clogged, nearly as bad as your carburettor.

I didn’t realise at first but I had been entered into a cross-country event - a free-for-all invitation. Before I knew what was happening, I was straddling a brand new 250cc Husky, about to compete with a few hundred race fans in the desert. Among them, the rising star J. N. Roberts who was also Husqvarna-mounted. We were the only two guys riding the Swedish brand this Sunday.

The Mojave Preserve is huge, empty and with little service available. "Take plenty of emergency rations, extra water and fill up your gas tank". I did the opposite, thinking back to the same advice mentioned in Australia when I was riding a bike towards the Kakadu National Park; “Bring water and petrol into the outback” – I did the opposite. When young, you’re indestructible.


Feeling lost among these riders ready to race, I missed the start, realizing too late it was time to go. Being late, I flew away eating dust and sand from the back of the field while J. N. was up front. I bounced around battling for control while adrenalin pumped through my veins.

Small, bumpy hills are a blast to cover and I went as fast as I dared over rocks where vision was poor. Driving full throttle over blind obstacles may not be my favourite game, but here I had a short time to enjoy the world's most enjoyable toy, so I gambled. The engine revved out when airborne, the power peaked in a crescendo and the rear weight caused the front-end to rise into the air. I wouldn't want to do a somersault here - better keep out of trouble, they weren’t my wheels after all.

A small breeze of hot and dry air flowed through my helmet and felt like a river of wind. I saw a long left-hander coming up and dropped down to 3rd gear. The Husky went wide and I tried holding the broadside throughout the curve. It is said that this trail still brings out the best and worst in people, being such a dangerous stretch. Picnickers should stay at home, as travelling here is unforgiving. Be it a sandstorm or a whirlwind, the climate is going to set you back a few pounds when you’re sweating.

The race in the sand was over in a little over half-an-hour. I had been chasing jack rabbits more than racing, but I competed, did some wheelies and crossed the finish, proud to have made it. Some guides predict you can die out here, maybe that’s what made my trip so challenging. What an adventure for an 18-year-old teenager!

I've been to Bonneville, rode a bike around Australia and driven to 14 countries within 24 hours - a Guinness Record. But riding the Husqvarna in Mojave tickled my fancy, because the machine was fast and furious. The experience will stay with me for the rest of my life. Oh, the race results? J.N. Roberts crossed the line before anyone else. Myself, I came last. Hurt, but not injured. So, a Husqvarna at both ends of the results sheet - 50 years ago!



In the 1930s, Husqvarna dominated the Swedish ice-racing scene. Riders such as Ragnar Sunnqvist, Ivar Skeppstedt and Martin Strömberg took to the frozen lakes on Husky 350cc and 500cc machines equipped with lethal-looking spiked tyres. To the cheers of thousands of spectators these men were the gladiators of their time, racing hard in some of the toughest conditions.

Ice racing on studded tyres has always been popular in Sweden. It started in the twenties and there were already many famous events to choose from. In the mid-thirties, Husqvarna played a major role in races on the slippery frozen surface. The leading man in the festivities was Ragnar Sunnqvist, he rode for his private Husqvarna team as the factory had stopped supporting their riders at the time, but races were still won on the successful brand.


Vallentuna, outside Stockholm, was the initial event for a new private team, Scuderia Husqvarna. The factory had withdrawn their official racing support, so Husqvarna’s new fate was established through private interests. It was February, it was cold and the lake had been frozen for quite a while when riders gathered to race in two classes. On February 17th in 1935, the event set off in super-windy conditions at a temperature of minus 15 degrees Celsius.

Despite the temperature some 15,000 spectators came to watch, hardened people who didn't mind getting cold during the day. The track consisted of many curves with one long straight, this was odd for an ice race. The start time was set at one o'clock, and the first heat was ready to get away with riders at the start line, engines running.


Husqvarna entered with several machines, all on studded tyres with centimetre-long spikes moulded into the rubber. In order to race on the slippery surface, there had to be lots of spikes in each tire. In fact, there were more than six Husky bikes on the starting line which consisted of motorcycles from two separate classes; the 500cc C-class and the 350 cc B-class. Most Huskys were twin-cylinder, but there was also a single-cylinder 350cc ridden by ace Rolf Gülich. The twin-cylinders were a bit rough at the start as they were manufactured to be bump-started - turning the engine to fire up. That meant the first gear was very high, which made the Husqvarnas slow to get away when the flag was dropped.

Dancing on the ice began with riders charging hard from the start. One of the competitors, the legendary Ivar Skeppstedt, missed the second corner and rode straight into the snow-wall. He did recover, but was a bit behind, pushing hard to make up lost time. The race was over 10 laps and the length of the track was four kilometres long. The track was covered in snow, which whirled in the wind, making visibility non-existent. The studded tires bit into the ice, blasting clouds of tiny frozen drops in the air. This was not only a rider problem, as the crowd also had trouble seeing much of the action. However, with 20 riders active on the circuit the battle went on, regardless of each individual’s impression. At least, nobody was in the need of a Sherpa showing the way.


As had happened many times before, Ragnar Sunnqvist took the lead of the field, having no problems whatsoever seeing where he was heading. Husky rider Skeppstedt was soon on Sunnqvist's heels despite his previous mistake and in third spot lay Arnold Linder, also Husqvarna-mounted. Then Sunnqvist had to make a stop to clean his wires and spark-plugs, due to them being clogged with snow. A new rider by the name of Larsson now took the lead, but he took a shortcut due to bad visibility and was consequently disqualified from the race.

Then something happened, the wind dropped and all the riders suddenly had a clear view of the track. In the big C-class Skeppstedt managed to pass his fellow Husqvarna competitor, Sunnqvist - the latter suffering with a misfiring engine. This made the ace-rider lose more and more ground to the leader which couldn’t be recovered. Instead, Ivar Skeppstedt took his Husqvarna to the overall victory, five seconds ahead of team-mate Arnold Linder. Husqvarna's third man over the finish line was Ragnar Sunnqvist, almost a minute behind the winner. Husqvarna took all three places on the podium and received all the accolades from a cheering crowd.


In the B-class, Husqvarna also managed a triple podium. First to take the flag was Martin Strömberg, while Arthur Olsson and Carl Bagenholm followed in pursuit, around half a minute behind the first man.

It was a remarkable day, with chilly weather and hot, hot races – perfect for the ultrafast and reliable Husqvarna machines!



Life was different in the old millennium. The revolution in technology set in and people started to move around in vehicles. Husqvarna produced its first two-wheeler in 1903, pioneering the trade after the company had been around for more than 200 years. In the period from 1903 to 1910, Husqvarna manufactured four different models.

Over millennia people had relied on horse and carriage for transport. In the beginning of the 20th century, there were research and developments that led to better comfort and faster access. When Husqvarna started its operation in 1689, it was an armory where rifles and weapons were manufactured.Two-hundred years later the company expanded, to also produce sewing machines. After that "the House-Mill" stoves and household appliances were added to the menu by the end of the 19th century.


1903 was a distinct breakthrough for the now growing company situated next to the river of Huskvarna – meaning "House Mill"- in the town with the same name. The "Moped" was invented here and the name was nothing more than an abbreviation for "Motorvelociped" - an engine-velocipide. The engineers were thorough and tested several foreign-produced drive trains before arriving at their result. Their final choice was to use a Belgian-made FN-engine (Fabrique Nationale) in connection with the homemade bicycle. The single-cylinder engine from Liège had a capacity of 225cc and the performance was measured at one and a quarter horsepower which gave this machine a manageable speed of 40-50 km/h. As the petrol tank contained four liters of fuel, it was possible to cover a distance of approximately 150 kilometers without filling again. But in fact, the final product was more like a pedal bike with an added power package. And the transmission from engine to wheel was made by a leather-belt. In the book of instructions you could read: "There are no obstacles in learning how to operate this engine-velocipide. Nor does it take any technical knowledge for the purpose. However, you do have to take care of this machine carefully and see to the fact that it functions impeccably. If not, this vehicle will not perform to the satisfaction of the owner". It was furthermore added as a tip on the starting method of this power source, should it be difficult to get it going: "If the petrol is too cold, you can warm up the carburator by holding a burning newspaper or other sheet underneath it. Do not under any circumstances use a welding torch to heat it!" The Husqvarna logotype was painted on the tank and the machine was manufactured on a small scale between 1903 and 1906. The initial price tag was set at 700 kronor, SEK (approx. 150 US dollars). In the book of instructions, it was furthermore stated that the weapons factory did not give any warranty on the FN-engine, but instead took full responsibility for the velocipide itself. In the last season, the original power source from the FN was increased to the tune of 2 3/4 horsepower.


There are no sales figures available from this era. But, the "Motorvelociped" had dual purposes being both used for transportation as well as for racing. A year after - in 1907 - Husqvarna made a test using a NSU engine, which gave an output of 3 1/4 HP, but the German-made power was only used for two years. However, as of 1907, a magneto was standard on all power sources handled onwards in Huskvarna. Still, a generator for the battery lay a long way ahead in time.


From 1908 the first manufacturing figures are known to the public. The weapons factory churned out and sold 14 units of its product. At the same time the Swedes initiated a co-operation with Motosacoche in Switzerland. This company was based in Geneva, but also had a factory with 300 employees in Genova, Italy, where both engines and motorcycles were manufactured. The Motosacoche power sources were then sold to more than a dozen different two-wheel producers all over Europe. The Swedish collaboration with the Swiss lasted for almost four years. In the following year, Husqvarna took a giant step towards making a two-wheeler that looked like a motorcycle. Using the single-cylinder Motosacoche No 58 they made a nice looking machine that had an aura of the weapons factory. All in all, 23 units were sold during 1909. The sales doubled in the coming year when a new collaboration was introduced. This time, it was again a Swiss company, by the name of Moto-Rève - the Motorcycle Dream. The power source of the model 65 had a capacity of 298cc and a performance of 2 HP, but the main feature of the 1910 model was the configuration of this engine - a dual - cylinder v-twin.


In their initial eight years - 1903-1910 - Husqvarna had made a giant step in engineering, but only sold approximately one hundred units. Soon enough the market would be attracted by the new models from the next pioneering Husqvarna era - 1911 to 1920.


In the beginning of the 1950s, not many people had travel on their mind. But some people strived for adventure. A Swedish military lieutenant by the name of Kaj Wessberg and his wife Mary set off on an American trip in the summer of 1954. They travelled 2,000 kilometres through 10 countries, on their Husqvarna ‘Dream Machine’. The model 281, as it was also known by the greater public. Here is the second episode of their fantastic story…

Being adventurers, the married couple were keen on broadening their horizons and wanted to experience the sights of North and South America. But it would take more than a holiday to conquer these vast continents on a motorcycle. There were no purpose-built touring machines around in these days. After receiving support from the Husqvarna factory, the ‘Dream Machine’ was shipped to the west coast of the United States. In New York, the start of this epic trip began with a time-consuming visit to the American Customs authorities. The Wessbergs had arrived to pick up their machine in the harbour, which proved to be all but simple. The Customs officials asked a lot of questions and were keen that the Swedish machine would leave the USA and not be resold here.


“The worst nightmare was to find our way out of this Metropolis,” Kaj Wessberg told the reporters who covered this long-lasting event. “We had troubles finding the right way out of the big city.”

Heading southward, after some delays, the couple were on their way and rode towards Florida, which would be their first stopover. Having completed this distance without troubles, it was nice to experience the hot summer winds of the Florida coast. The couple enjoyed the sun before continuing to Texas. After this big state, they once again turned south heading into Mexico and on towards Guatemala.


“The roads were often very bad and we struggled along, sometimes physically exhausted.” Mary wrote home. But camping life worked out well since the Wessbergs had been thoughtful, bringing adequate equipment for their tour. One of the less pleasant experiences occurred in Mexico when the couple were staying with the Swedish Consul General.

“When we woke up in the morning, everything had been taken away from us,” Mary told in a sad voice. “The theft meant that we had no money, no passports, no binoculars, no camera, and so on. It took us two weeks to replace everything and be on our way again. Very frustrating!”

The media had a keen interest in the adventurous voyage and followed the progress closely.


“It was of great value having press clippings when we had to contact local authorities for help,” said Kaj Wessberg. By the time they reached Nicaragua, the political situation was in turmoil. Luckily the Husqvarna mount received military escort through parts of the instable country. It was ordered by Nicaragua's leader himself, Anastasio Somoza! The tour went on through the Central-American countries of Costa Rica and Panama before the next objectives Colombia and Ecuador.

“The people in the countryside were overwhelming and supported us all the way,” Mary told. “They were spontaneous and often took their instruments to entertain us with their local music. Despite camping during the entire voyage, we were never molested in any way.”


During the journey, the couple also came to conquer the Andes on their Husqvarna Dream Machine. The 175cc engine was a bit weak in higher altitudes and Mary sometimes had to get off the bike in order to continue by foot. It was sometimes necessary for her to push in order to make the steep hills. At Pico del Aguilla they reached an altitude of more than 4’000 meters where the gravel roads were almost non-existent. Oil-mixed petrol was sometimes scarce, but in the end, there was always a local farmer who had fuel available. A full tank contained 13 litres of fuel, including a one-and-a-half litre reserve. Generally, petrol was extremely cheap.


On one occasion, the Husqvarna was pushed onto a trolley and they rode on the railway from a banana plantation in Colombia to the final destination of Venezuela. After ten long months, the adventure was over and it was time to return to Sweden. The Husqvarna and its riders had covered more than 2,000 kilometres before the bike was shipped back on a container ship. It went from Caracas to its home country and was immediately shown at the Swedish Fair in Stockholm, where visitors could admire this precious gem at the factory's own stand.

“The only mishap with the Dream Machine came after a small crash when the throttle cable was damaged and had to be replaced with a new wire,” Kaj and Mary Wessberg stated with pride. “Otherwise it was full throttle all the way.”



At the beginning of the 1950s people were still rebuilding after the second world war. Most had their thoughts on productivity and looking for an improved standard of living. There were exceptions however – some people were striving for something to happen. A Swedish military lieutenant by the name of Kaj Wessberg, and his wife Mary, set off on an American adventure in the summer of 1954. They travelled 2’000 kilometres through 10 countries on their Husqvarna ‘Dream Machine’. But let's start from the beginning…

Being adventurers, the married couple were keen to broaden their horizons. They wanted to experience more and set their sights on North and South America as their dream goal - but how would they fulfil this unusual idea? It would take more than a holiday to conquer these vast continents and the two were aware of the transport problems. How would they move around freely and cover long distances without delay, and how about the risks and obstacles the couple would encounter on their trip? Kaj and Mary were used to their home in Smaland - a southern county of Sweden - where they lived a safe and uneventful life together, with high living standards.


The answer came from unexpected help. Kaj Wessberg had good contacts with Husqvarna and mentioned his plans to the directors at the factory. They showed interest in this adventure and offered to provide the couple with a motorcycle, should they prefer to go on two wheels. The offer was of course tempting and also economical as the factory support would lower the cost for their journey substantially.


The bike would be delivered to the port of New York free of charge, but should in turn be given back to Husqvarna for publicity reasons. An opportunity like this was most exclusive and would provide good advertising material for the factory, who were trying to strengthen their market share. In the beginning of the 1950s, Husqvarna had more than one Swedish competitor on the market and also faced opponents from overseas manufacturers.


The motorcycle at hand during this after-war period was the ‘Dream Machine’, with the internal code Type 281. The colourful ‘Drombagen’ (the domestic name) was a totally new model and had only a little carry-over from the previous Black and Red-Qvarna 118cc models. The Dream Machine had a brand new 175cc engine, which was designed by Olle Edlund. He developed a reliable and robust power source that would turn out to be unbreakable. The power package had a performance of seven-and-a-half HP at 5,000 rpm and would last a lifelong period.


In the 1950s the big four-stroke singles dominated the market, but this was a two-stroke engine, evolved with a small displacement capacity. The motorcycle gave young people an affordable alternative and the bike proved to be successful. The Dream Machine weighed in at 100 kilos, and was capable of running at a top speed of 100 km/h. It was introduced in 1953 after the prototype had been shown a year earlier. Sales started in the spring of 1953 and it cost approximately 2,000 Swedish Kronor at the time (around 400 USD). The production lasted over six years, during which time Husqvarna managed to wring out more than 6,000 units.


There were actually two models of the Dream Machine – the Tourist model and a Sport version with dual exhausts and more power. Both were supplied with a three-speed gearbox. However, it was the Tourist model that appealed to the Wessberg couple and it was decided that this machine would serve as transport for the adventure. Details of their Dream Machine included a tubular and stamped-steel frame, advanced front forks with leading link together with rubber links, while the rear suspension consisted of tubular shock absorbers including coil springs and rubber cover for safety. A streamlined headlight and two stylish side-covers completed the design, which made it look modern. This motorcycle was the image of European styling.


Swede Christer Hammargren never dominated the motocross world, but he was an avid racer with several championships and titles to his credit. The lanky rider from the Smaland district had his best seasons from 1967 until the middle of the 1970s, during which time he mostly enjoyed factory support from Husqvarna.

From a young age, Hammargren had an early interest for the motoring world. He was born in Vaggeryd on October 5th, 1944. Living a mere 30 kilometres away from the Husky factory, Christer soon took an interest in offroad racing, which at this time of course was dominated by motocross.

In his teenage years Hammargren went from being a keen fan idolising the country's most well-known names such as Torsten Hallman, Bill Nilsson & Rolf Tibblin, to starting to race himself. He soon found that one of his specialties was racing in deep sand. Hammargren felt at home on most kinds of circuit and was always capable of good lap times on any ground. There was just something special about his pace in the challenging and gruelling sand.


After a few years of competition, Hammargren had gained some experience and had a go at the national junior championship. The year was 1964 and the event was organised on the very famous Ulricehamn motocross track. On a muddy circuit Christer had the upper hand already in the early stages of the race. He was being chased hard by his opponents but managed to hold them off, winning his first big victory.

Happy and content, he went on training even harder than before. Unfortunately, he had a bad crash which resulted in severe back injuries.

Doctors told him it would take considerable time before he would be back in the saddle when they learned that Christer was determined to make his comeback in motocross. After several months in plaster, Hammargren could finally start practising again, but it took a lot of determination and a long time before he was back on track.


I went to my chiropractor maybe fifty times before my back healed and recovered,” Christer remembers.

Christer Hammargren's international breakthrough came in 1967 when he managed to finish second in the Swedish 500cc Grand Prix round. As ever he was riding Husqvarna, who by this time had opened their eyes and closely followed the talented rider from Vaggeryd. In Hammargren's first world championship season the Swede managed to finish in seventh position overall in the final 500cc standings.

His biggest success came when Hammargren took part in the 250cc team championship, this year held in Payerne, Switzerland.


I was teamed up with Bengt Aberg and Bengt-Arne Bonn and we managed to beat all other nations,” told Hammargren. “It was quite a feeling being able to say that I was a world champion.... sort of...”

In the following season Christer had a really good year in the national 500cc championship. Always smiling and never far from telling another joke, Christer was a popular face in the paddocks among his international competitors. He now enjoyed full support from Husqvarna, which together with a good performance rendered him second place in the national championship standings. In the world series, he came home 10th.


Despite his breakthrough two years earlier, it was in 1969 that Hammargren really got noticed in the world of motocross. Not only did he win the Swedish 500cc championship, but he also came eighth in the top international series (the World Championship). The season started at the right level and Christer won a spring race held in Strängnäs, 80 kilometres from the capital of Stockholm.

“It was a tough race,” said Hammargren afterwards. “The muddy track made me almost blind and my shirts and riding-pants were so heavy that my trousers almost fell off!

“My girlfriend Ann-Charlotte would have some work to clean the equipment,” he laughed.

25-year old Christer won both motos in grand style, well ahead of all his competitors. He had a good season to look forward to.

In 1970 Hammargren made his best ever world championship performance coming fifth following top rider Bengt Aberg, who won his second outright 500cc title for Husqvarna. Both riders, together with Arne Kring and Ake Jonsson, also took the prestigious win in the MotoCross des Nations in the team 500cc class. The event was organized in the town of Maggiora, Italy. Christer Hammargren was at the top of his career, but it did not end there.


In 1971 he was once again selected to represent Sweden in the big-bore class team race. This time the motos were held in Vimmerby, not so far away from Christer's home turf of SMK Värnamo. Again he was teamed up with Aberg, Jonsson and Olle Pettersson, the latter usually a 250cc rider. In Vimmerby the quartet were victorious in front of the Swedish crowd, who were cheering for their home team. Once again Christer also won the national championship for Husqvarna. This was his second local 500cc title in just three years.

Before retiring, Christer Hammargren competed for another five years on other machinery, but he never gained any bigger success before packing up his career. Later on in his life, Christer began racing in veteran motocross.

“This was of course just for fun,” said the lanky rider from Smaland, who can now look back at many successful years for the Husqvarna factory.



After a ten-year enduro and motocross career, Bror Haglund turned things around to become a Husqvarna factory mechanic for some of the world's leading riders. But let's start from the very beginning – back in the old days…

Born in March 1941, Bror (meaning Brother) saw his first race at the age of seven when he went to a 1,000-metre speedway event in 1948.

“I was impressed by the Norwegian, Basse Hveem who had his gear in perfect order, besides being a good rider,” remembers Haglund with a smile on his face. Ten years later Bror Haglund took part in his first race. It was an enduro by the name of ‘Shellkannan’ - the Shell trophy. Unfortunately, Haglund had engine problems and was forced to retire in his debut.


In the same year of 1958, 17-year old Haglund went to work for Tage Nyholm, a well-known engine tuner, based in Stockholm.

“I learnt turning work, lathing camshafts and other machine challenges,” says Haglund. “I did it during my spare time when doing my military service nearby. It gave me an extra income so I was able to buy a decent machine to race with.”

After three years Haglund received an offer to start working as a mechanic for the tuning genius Nils Hedlund, who was responsible for preparing the 500cc Husqvarna factory machines in the 1960s.


“In Nisse's workshop, I was able to enhance my technical knowledge during the six-year period I spent with him in Spanga, outside the Stockholm centre.”

In 1963 our ‘Brother’ rode his first motocross race in Ulriksdal. Haglund had purchased a four-speed 250cc Husqvarna, but he turned out to be a more successful enduro rider than in the saddle of a motocross machine.

In the seasons between 1964 and 1966, Haglund won two gold and one bronze medal in the International Six-Days races. He was also the national champion in the 175cc enduro class, still riding his Husqvarna. To top it off Bror Haglund came third in the national junior championship straddling his motocross bike.


At the age of 28, Bror decided to quit his riding career and went to Huskvarna in order to work fulltime for the Swedish factory. The following season Bror Haglund was given the task of being a works mechanic for Bengt Aberg, who won the world 500cc title for the second year running in 1970.

“I also helped Aberg's rival and teammate Arne Kring during the period from 1970 to 1973. Kring was second to Aberg in the 500-class in 1970,” Haglund tells in a matter-of-fact way. “Don't forget it's the rider who wins the title - not the machinery and certainly not the mechanic.


“Bengt Aberg was a natural with a cruel feeling for balance that was second to none,” Haglund continues. “We were very close during his heydays at the beginning of the 70s.”

Bror "Julle" Haglund has a favourite story from 1972 when Aberg competed in muddy conditions at Sittendorf, Austria.

“It was extremely slippery in the dirt and I couldn't make it uphill in my transporter,” smiles ‘Julle’. “Bengt missed the start, hearing the riders getting away when he was still in the paddock. Bengt caught up with the field lying third when his engine overflowed and stopped in the mud. Otherwise he would have won this moto.”


His longest trip came during 1972 when Haglund spent four months abroad without visiting home. After the European season ‘Julle’ went to the United States and then on all the way to Australia before returning.

“At least Bengt Aberg and I came back in time to celebrate Christmas with our families.”

In 1975 Bror Haglund received a new challenge working for the up-and-coming American Brad Lackey, the former "hippie from Berkeley", who had set his sights on the championship throne.


“Brad was a decent guy with many good assets, told ‘Julle’. “He was not only a fantastic rider, but also a dear friend who was true to his word. But the season became extended, of course, as Brad not only raced in Europe, but also contended back home in the U.S. This fact made me travel a few miles extra, but I enjoyed seeing the Grand Canyon and do other sightseeing trips cross the Atlantic.”

A memorable race was held in New Orleans where ‘Julle’ was told to be quick packing up after the races.

“Oh, we have mosquitos back home as well, I told the Southern folks, but it turned out they were right. The place was swarmed with biting mosquitos which invaded the place during the late afternoon. Fortunately, I listened and was quick to leave.”


By the end of 1976, Brad left Husqvarna for a competing company. Bror Haglund was offered a place in the new team, but immediately turned it down. He had dedicated his life to the Swedish Arms factory and he was not about to give up this relationship any time soon.

“I did not trust the Japanese guys then,” he says. “Besides I had been brought up with Husqvarna and wasn't about to leave the town of Huskvarna, at least not at that moment.”

Haglund did another three seasons as a factory mechanic before leaving the motocross world behind. Instead, he went back to working with shock absorbers in Sweden, settling down in Stockholm.


“During my years of travelling around the globe I found the races way back then being as hard as they are today,” ‘Julle’ tells us. “The difference is money, which tends to spoil the sport. People nowadays race to get rich - not because they love the game. Besides, no one blamed the mechanic for failures back in the old days. That's often not the case these days unfortunately”

Bror Haglund has been to most places and seen the sights of this globe. All in all, he reckons he did at least sixty laps around the world.

“It has been a tremendous life being able to work with the best Husqvarna riders of all time. But I can't retire yet. I get frustrated being at home, says the 76-year-old who is still working with a lathing machine.

“I can rest when I get old.” Laughs Bror.


A Husky Handful

We dug deep into our archives and found details on a twin-cylinder 490cc Husky prototype from 1967. This machine would prove to be the basis for a successful machine introduced a year later, in 1968. The Siamese motocross twin racer from Husqvarna was a first of its kind. It was developed for the U.S. market thinking of desert races and long-stretching enduros such as the Baja 1000, where it was very successful.

In the beginning of the 1960s the Husqvarna factory chief engineer Ruben Helmin had an idea of putting two 2-stroke engines together. It would result in a potent twin power plant with a displacement of half a litre. It wasn't until in the autumn of 1967 that he began developing his thoughts into reality.

Helmin used two 250cc engines and integrated them into one power unit. The pistons were the same as the regular 250 with two rings on each piston as opposed to the later 504 version with only one ring for each piston. The result was a 492cc motor mounted into a 360 frame. The modifying consisted of other engine plates and used the gearbox and parts from the 420cc Grand Prix bike, then used in the world championship.


"The engine developed some 50 horsepower at 6,000 rpm,” said Ruben Helmin when the bike was introduced in 1968. The new Siamese twin racer was meant for the desert, but initially there were also hopes for a brand-new machine to compete with the big bore bikes widely used for motocross at this stage.

Motocross riders Torsten Hallman and Rolf Tibblin, representing the 250 and the 500cc class respectively, made test runs with the new beast, which had lots of power and a 100+ mph top speed.

"It was definitely not a machine for motocross,” were the unanimous comments from the two world champions - but they would be proven wrong.


After a further year of development, the giant Husqvarna beast was over-bored to a displacement of 504cc, which made it eligible for the international FIM cup during 1969. This machine now had two upper exhaust pipes as opposed to the prototype, which had one of its exhausts swept underneath the 360 frame. This did not give the bike sufficient ground clearance and the exhaust was soon changed to a two-into-one system. The two pipes were brought together just under the fuel tank, which also had to be adjusted for desert use. It could swallow up to 15 litres of fuel and was fastened with leather straps for a quick release. The full tank weight of the race-ready machine was 137 kilos.

Baja winner Gunnar Nilsson was given the job to ride the bike by the Husqvarna factory. In the five-race series, Gunnar went to beat the big-bores and won the FIM championship. Reliability and performance proved to be excellent. This win proved extremely popular and the marketing people now started to consider production of the twin racer. Despite the international success, the project was still only at an experimental stage.


Bench figures from 1968 showed that the power output was now 52hp at a healthy 6,800rpm. The top speed was clocked at 110mph using a rear sprocket of 47 instead of the commonly used 53 ratio. For carburation, the Amal 32mm concentric carb was handling the breathing. Two throttle cables were used from the carbs all the way up to the throttle grip. A Bosch ignition system was fitted and had a slightly altered performance as opposed to the standard version. The flywheel and the magneto originally came from a snowmobile, however still the same size as for the 400, but stronger for the twin.

With this development, the frame had to be strengthened to cope with the additional power resources. Basically, it was now the same as for the 400 Husqvarna. Heavy engine plates were used to match the big power plant. Two extra brackets were mounted underneath the engine to serve as skid-plates. They also supported the frame and the footpegs.


After success in the FIM series, a 492cc machine was shipped to the USA for participation in the Mexican Baja 1000 race. With the two ace riders Gunnar Nilsson and J.N. Roberts they managed to win this classic event by a good margin, despite a late crash in the dark. Gunnar Nilsson had to spend almost half an hour searching for his bike in total darkness. Luckily, the incident occurred close to the finish in La Paz.

The overall win was followed by a few other US races, but without much success. It was then decided not to continue the project and the bike was forgotten in storage until it was rediscovered in the 1990s. 


23-year-old Torsten Hallman was the Husqvarna-mounted rider from Uppsala, north of Stockholm, who hit jackpot in the 14-round Grand Prix season in 1963. Eight outright victories and two runner-up results secured him a second consecutive 250cc title. Hallman won his second world championship crown following a strenuous year, during which he raced full throttle from start to finish.

"The rider who succeeds in winning the year's first Grand Prix in Spain, is doomed to lose the title". For a long time winning the opening GP of the year had been a bad omen. Had the Briton Dave Bickers been more superstitious, he would probably had refrained from taking the Grand Prix win at the opening round, held in Barcelona. As it turned out Bickers was followed by bad luck in the following rounds, making him miss his opportunity in 1963.


Torsten Hallman avoided this jinx by finishing second overall behind the Greeves-mounted Englishman. Hallman opened his season as the reigning world champion on Husqvarna, set on bringing home a second title to Sweden. In the pouring rain Torsten won the second moto and 18’000 Spaniards cheered for him as he finished second on the podium.

In Italy, at Gallarate, the Swede wanted to win. The circuit in the north of the country had 15’000 spectators, who, despite the miserable weather, came to watch the Swedes having a day of their own. Almost overwhelmingly the blue-and-yellow stripes dominated the day and Hallman was on top form around the 2’100-meter lap, which was covered 15 times in each of the two GP races. 14 points and Hallman was on top of the world at the end of the month of March.

The next Grand Prix was held in France and we were now in the middle of April. In Pernes-les-Fontaines the world championship contenders met a hilly circuit, which was very fast and tight. Overtaking was difficult, not to say almost an impossible stunt. 20’000 motocross-friendly people had gathered to see the GP riders make a dash for victory. Torsten was once again in championship shape and took an overwhelming 8 points to his already secured 14, which gave him a big lead in the standings after three rounds.


Payerne in Switzerland was one of the finest motocross tracks in the championship series. The circuit is situated in the French part of the country where there is always great interest in this sport. The track went along slopes of wine yards and there were numerous jumps, which damaged frames and were hard on the machines. Torsten went on to win both motos after the hard-charging Czech rider Vlastimil Valek had to retire as his machine was not robust enough. 30 world championship points after four rounds for Hallman and Husqvarna.

The West-German track at Bielstein was one of the more technical circuits included in the 250cc championship. Hallman’s gearing was too high and he had to rev his engine hard in order to stay competitive. He got away from the start badly in both the motos and had to start a game of catch-up in order to prevail. 15'000 spectators again saw a battle between Valek and Hallman, but the physical shape of the Super-Swede ended the battle in his favour. Eight more GP points to Husqvarna and Sweden. Was Hallman going to clinch his second title already half-way through the 14-round season?

Two weeks after Germany the riders gathered in Luxembourg and it was now mid-May. In the village of Schisslange 20'000 people came to watch a bewildered Swedish supremacy with three riders among the top five. Hallman was on top of the world once again and now seemed to have a subscription for the Grand Prix events this year. After successfully completing the 16 laps on the 1'900-meter circuit, Hallman had a secure distance to his competitors and now lead the 250cc champion with a margin of 30 points ahead of the Czech ValekHolland meant sand and in the strong dunes of the legendary Schijndel track there was dust as the greatest enemy of motocross mankind. Hard to see, but the field was off and this time Vlastimil Valek proved too strong for Hallman who finished the day in third position. 17’000 paying spectators saw an interesting race, but had to clean their gear/clothes as they came home after an eventful day on the sandy track.

At Scrubland Park in England, the Britons were convinced they’d be able to beat their Swedish antagonists. After all it was their home turf... The track here was hard, dry and very fast. Hallman came away eighth at the start of the initial race, but soon caught up with the leaders. In the decisive moto, it was Hallman and Husqvarna all the way from start to finish, which secured ever-winning Torsten yet another Grand Prix victory. With 58 points in the table it would take a miracle for Valek to catch up during the remaining six events. Hallman had now won six out of eight GPs during the 1963 season!


In the weekend after Swedish midsummer the riders gathered in the northern part of the country in the town of Vännäs. At the "Pengafors" track - 2 kilometres long – 7’000 spectators came to watch their idols perform on home ground. Hallman was the undisputed king and won both races in front of a cheering crowd. No one had a chance against the fast-forwarding Torsten whose only challenge came from up-and-coming newcomer Arne Kring. After seven wins Hallman now had his second title in the bag.

A week after Sweden the world championship contenders arrived in Finland and the track of Ruuskesanta, a few miles outside the capital of Helsinki. Around this sandy circuit, Hallman was once again unbeatable and secured his eighth Grand Prix win of the season. No one even came close to these fantastic results and Husqvarna proved yet again to be a winner in the competitive 250cc class.

"Tavaritj" was the favourite word when the GP riders gathered outside Moscow to battle for the Soviet Grand Prix. Here Hallman crashed, which ruined his day. Instead, Valek and other Eastern-block riders dominated the races and overall winner Valek was happy to see himself walking the straight line towards the runner-up position in the championship.

In the following week it was time for the Polish GP and here once again Hallman failed to score. Instead Vlastimil Valek won the event ahead of the Soviet rider Igor Grigoriev, both on CZ machines.


Yet another Grand Prix behind the Iron curtain – next it was the Czech GP, which was run outside of the capital of Prague. Home rider Vlastimil Valek was cheered on heavily as he took his third Grand Prix in a row. Hallman finished as second rider home and was of course hailed by the 50'000 enthusiastic crowd.

The season's last GP was held in East Germany at the Apolda track. Also here a record crowd of 50’000 people came to see their idols for the final of the 1963 season. Torsten Hallman failed to score but had already clinched his title with a maximum of 56 points (as only the seven best performances during the season were counted for the championship). The Czech Karel Pilar won ahead of Igor Grigoriev.


People in those days often asked why the Swedes dominated the sport of motocross so overwhelmingly. “Because we love the sport, and there is no one who can take that feeling away from us at the moment,” commented Torsten Hallman.

Trues words from a real world champion...


Hakan "Carla" Carlqvist is sadly no longer with us – the famous Swedish racer passed away in the early days of July 2017 at the all too young age of 63. His motocross career was so successful that he became well-known to the general public in Sweden, even with those who were not interested in motorcycles. However, those that knew Carla, knew of his stubbornness and good spirit. He is summed up by four key words: hero, achievement, stubborn, beloved – a man with only one goal in his sights. Carla captured two motocross world titles, the first with Husqvarna in 1979…

Hakan Carlqvist was born on January 15th, 1954. But the motocross racer we know started out with interests in many sports. At first he was a keen soccer player and an avid ice hockey man, as well as going downhill at high-speed. His interest in motorcycles came at the age of 16 when Carlqvist started to ride a 125cc road bike. The following year, in 1971, Hakan bought a Penton-KTM competition machine, which helped pave his way to future success. Carlqvist won his first race by being stubborn, fast and consistent. Step-by-step, he learnt to be a professional rider. His profession away from the track was as a glass-trader, having worked in the construction business before that.


Jumping ahead to 1978 and Husqvarna were only willing to give Carla a production machine and spare parts, having given him factory support the previous year. The season started well. Hakan won the first Grand Prix heat of his life at the series opener held in Spain. But the rest of ‘78 didn’t meet with his desire to conquer. He finished a mere seventh in the championship standings at the end of '78. On home turf Carla was once again second in the national championship after Thorleif Hansen, another successful Husky rider who also made his name famous all over the world.

When the 1979 season approached, people from Husqvarna had doubts about Carlqvist's performance. After some negotiations, the factory gave him a chance to prove himself on a factory machine in the 250cc world championship. There was no talk of contract money, but merely bonus for achieved results... “The money was of second importance to me after all my failures,” said Carlqvist, “all I wanted now was a chance to prove myself. Deep within, I knew I was a winner.”


1979 started well with a second place at the April opener, which as usual was held in Sabadell, Spain. Two weeks later, Hakan Carlqvist went on to race in Halle, Holland. In The Netherlands you race on sandy surface, most of the time. The loose ground suited Carla well and he won both motos in style, showing that he was on the right way to success. A week later the GP scene moved to Bra in northern Italy. Carla broke down in the first heat, but won the second. After three rounds, Carlqvist was ahead in the 250cc series and things looked promising.

“This season made all the difference to me,” said Hakan, “before I had to fix everything myself, but with my works mechanic Tommy Jansson, I was able to concentrate on riding, which proved to be successful. Tommy J was a man with a previous motocross career and he helped me both preparing my Husqvarna as well as offering psychological support. Our friendship goes back a long way, so this was an optimal solution for our team. I could also note that I was faster from the start this year and that my riding was more consistent than before.”

In Genk, Belgium, Carlqvist was beaten by his main rival Neil Hudson from Great Britain. However, Carla won the second heat so he still ruled the championship. In Karlovac, Yugoslavia, the order was repeated, while the Swede regained command in Holice, Czechoslovakia by winning both motos. Half the season was gone and Husqvarna was at the top of the standings. We were now in the beginning of June and it was time for the Polish GP in Szczecin. Again, Carlqvist won both races as he did the following week in Lavour, France. With four GPs to go, the championship was almost decided in favour of the 25-year old Swede. In the coming two Grand Prix rounds, Carlqvist only scored 10 points with a third spot at the U.S. town of Unadilla.


But in the first week of August the title chase was decided after Hakan Carlqvist won both motos in Bielstein, Germany. Out of the 24 held, Carla won 14 GP races and with his first world title in the bag, media now renamed him "Superswede". There was enormous joy and it is hard to explain the emotions Carlqvist felt at the time of success. After his bad luck with severe injuries in previous years, he had many times been in doubt. But in the end his efforts paid off and Husqvarna had a new star in their factory team. The triumph of the Superswede received a fantastic media response after his great victory.

“My dreams finally came true,” said an exultant Hakan Carlqvist, “but my dreams went further since I also wanted the half-litre class title.”

The 1979 season had started on the 18th of February and went on until the 21st of October, with races every weekend but two. “At that time I was tired of racing around the globe and just wanted to relax with friends and celebrate my good fortune.”


With increased confidence, the stubborn Carla started preparations for another world title, which came in 1983. He was now well-known for his hot temper and his notorious outbursts. Hakan Carlqvist was a man who never shredded words, and the truth was not always appreciated in this non-forgiving game. His riding style set its mark by always trying to give the maximum and his attack would never be underestimated.

Shortly after his second title, I had lunch with Carla in Cologne. He was attending the IFMA motorcycle show. Privately, he was a simple and kind man, with even less words than normal. But some people compared him with the boxing legend Cassius Clay.

“But that is only because I am focused,” retaliated the bulky Swede, “it's just my way of being. Having achieved my ultimate goal, I can relax and take the future as it comes. Maybe make some money, so I can retire without economic hassles.”


People who saw him concentrate ahead of a race, have another feeling about Carla's behaviour. His hefty temper was both positive and negative for his riding skills. No matter what, Hakan Carlqvist will always be remembered as a hero. He spent his last decades in southern France, away from publicity. He suffered severely from pain after all the accidents during his career and lived with medicine and strong painkillers. “What's done is done, he said, the rest of my life is private and not up for discussion.”

In 1983, Hakan Carlqvist received the "Svenska Dagbladet Gold Medal" which is the most prestigious sports award you can get in Sweden. He is one of the toughest men ever to sit on a bike. Moulded from hardened steel, he had a warrior's instinct on the track. Passing away in the night of the 6th of July 2017, a Swedish motoring icon has passed.

Here's mud in your eye, Carla!


World championship status was introduced to the 250cc class for the 1962 season. Previously Grand Prix wins had been eligible for winning the European title, but now the status was upgraded in order to be equivalent with the big-bore 500cc class. Let’s follow the fight for the first quarter-litre world championship title. There were lots of contenders and a few wannabees...

he season started in Spain, which is a long trip from Sweden when you’re traveling by a diesel car with a trailer and bikes in tow. Torsten Hallman had sniffed the Grand Prix elite and was now ready for a full season – with high title hopes. Together with the Husqvarna chief engineer Ruben Helmin he set off for Barcelona. He wasn’t even sure his entry had been accepted by the organisers, but time went by and he had to leave in order to reach his destination in time. Passing Hamburg, they found out that the river Elbe had flooded the highway.A detour with a five-to-six-hour delay was to be expected as only the lorries made it through the high water. But Torsten decided to try to pass despite being told not to by the police. Of course, the engine stalled in the water and it took time and patience before they could resume travelling.62_hallman-small-web-crop.jpg

At the border to Spain customs was closed at 4 o’clock in the morning so there was a short nap before checking in to Spain, before moving on to Barcelona. After some 45 hours of driving Torsten and his companion hit the Spanish city. It was Friday and two days to go before racing started. Husqvarna had Torsten Hallman as their sole factory rider in the 250 class for this season so expectations were high from the employer. Ruben Helmin had promised a competitive machine, which basically meant that the three-speed gearbox was left in favour of the brand new four-speed.


This event was the inaugural Grand Prix for the Spaniards and things were a little ”manana” right from the start. The meeting was not so well organised and to top it all off the track was set on a golf course, not so far from the city. As if that wasn’t enough the race was held already at 11 o’clock in the morning, which was unheard of before. But the Spaniards had to be ready for the bullfights, which were in the afternoon! No one would miss such an event for a lousy motorcycle race...


Ruben and I thought it would be nice to arrive in Spain for some sunshine, but we were bitterly disappointed by the cold weather, remembers Torsten, there was a cold-wave, which set in at almost freezing-point.

The race itself is easily told as it did not last very long. Torsten’s engine stopped after a mere two laps in the first moto and on the first lap in the deciding heat. The explanation came later why so many riders were having machine troubles – the inferior quality of the Spanish fuel did not mix with the oil in the two-stroke engines. So, there were only a handful of riders on four-strokes who made it to the finish. All the trouble and expenses resulted in nothing for a disappointed Hallman who took the long drive back to Sweden. It turned out that two of Torsten’s would-be rivals during the season, Arthur Lampkin and Jeff Smith from England, had won the race on their fourstroke BSAs. And being young, Torsten had a lot of respect for these two British giants.

At the French Grand Prix Torsten Hallman had his first outright victory, beating both the BSA riders fair and square. “Now, I realised that I had the pace to outrun them both,” said Hallman enthusiastically.


In the West-German GP Torsten and Jeff had a big battle for the win. Hallman lead the first race comfortably when Smithy began closing the gap more and more. Crossing the finish line Torsten was a mere five or six seconds ahead of the Brit. In the second race positions were almost turned around. Torsten did manage to take the start, but Jeff was right on his tail trying to overtake. Getting too excited on a descent Torsten hit the ground but his engine was still running. As Jeff wanted to overtake they crashed into each other. Again, Hallman’s machine was still running while Smith had to push-start his heavy fourstroke. This advantage was all Torsten Hallman needed for the overall victory. Despite the fact that Jeff Smith was right on the tail at the finish, it wasn’t enough to catch the winning Swede.


In the Italian village of Gallarate, Hallman was in top shape and he won both motos after a great performance on his quick Husqvarna. “I had over a minute to spare ahead of Jeff and Arthur in both heats,” remembers Hallman with a big smile on his face. “After the second race Jeff came up to me and congratulated me on my victory. It was the first time that he had done so and I felt very proud.”

The rest of this season progressed in the same manner and when it was time to settle the bill, it turned out that Torsten Hallman had won his first world title in the 250cc class. He was now halfway of being a double champion as he would also take the crown the following season in 1963.

But that’s an entirely different story! 



The history of my uncle's racing career is unique. Ake Jönsson was a Husqvarna factory rider in the 30s and had great success on the spectacular machines that were world-known for their performance, durability and quality.

In the family bible, my grandfather – Olof Jönsson – has written the following story of the nasty accident which happened after 300 kilometres of driving… "On the 17th of February, 1951 Ake Jönsson started his trip towards the capital of Stockholm from his home in southern Sweden. His mechanic Malte Jensen was driving the truck when they encountered a lorry that blocked their way. Malte threw his vehicle into the snow in order to avoid the truck, but the snow was frozen to ice and Ake hit the dashboard heavily, injuring him severely. An ambulance was required and Ake lay in a coma for 18 hours before he woke. Ake's wife Gulli was contacted and she sat by his bedside for ten days before the doctors were able to X-ray their injured patient. We have prayed to God that Ake may get healthy again. I know that my daughter Hertha and her son Kenneth also prayed for uncle Jönsson. But it was certainly the end of a long, victorious career".


Ake Samuel Jönsson was born on the 8th of May, 1911 in Träne, which is near Kristianstad in the province of Skane. The Jönsson brothers, three in all, were interested in machines from a young age and Ake, the youngest started racing bikes at the age of 14. In April 1927 his real motorcycle career took off when he straddled a Belgian 350cc Saroléa in an enduro-type event, which he won.

“I think my opponents were lost in the wood as I was not riding very fast,” he smiled with a laugh after the finish line.

Ake did eight races during his initial season and won three of them. In 1929 he entered 13 events and conquered all the competition not less than three times. In a yearly ranking system of the very same year Ake hit ninth spot while my father Tore Olausson, also a dirt-track racer, was on tenth position! In Ake's three first competition years, besides Saroléa, he also straddled machines like British Excelsior and Coventry. In 1930 Ake became contracted to the firm of the Swedish "Suecia-verken", a local company based in Örkelljunga in southern Sweden. Ake raced the 350cc machine while his older brother Rudolf raced Suecia's 500cc bike. In 25 events Ake won seven and came second in as many competitions.


By 1930 the famous Husqvarna-engineer Folke Mannerstedt had noted the talent from the province of Skane. Ake was offered one of the factory 250cc machines, on which he would start competing in class A for the 1931 season. He was now a team-mate of big stars like Gunnar Kalén and Ragnar Sunnqvist, and of course, his older brother Rudolf Jönsson, who rode in the 350 class. The Husqvarna debut took place in November 1930 on a horse-track in Jägersro, Malmö. The event was a 5’000-meter race and the spectator tribunes were full of people despite the cold November afternoon. Ake showed Husqvarna that they had picked the right man and he won the main event where he showed no mercy to his competitors. His winnings were the equivalent of 25 US dollars and the 1931 season was right ahead in a year that Ake turned 20 years of age.

Ake had a strong temper and anything outside victory did never appeal to this thin and fit youngster. "It's probably a character feature in the family,” said Ake to me when I was a child (the blog editor lived a year with the Jönsson’s as a child). Privately Ake was no different. If he was to see someone, let's say at six o'clock, he would turn up by 5.55 and look at his watch to see when it turned six o'clock on the second. He would then ring the bell in order not to be late.


Impulsive and punctual were features of this young man who suffered from a state of manic depression at times. Ake's mood was as loose as his foot on the throttle ...

But he was also an authority when it came to quick decisions. No one told him what to do or how to react. On February 1st in 1931 there was a 10-kilometer race, again in Jägersro. Ake failed to score but came back three weeks later in order to take an overwhelming victory. That was his style. Loose one, but always regain the dominant peak soon after. In 23 events the same season Jönsson won 16 and came second on four occasions with his ultrafast Husqvarna machine. Ake's overwhelming capacity started to show in 1932 when he won 15 out of 19 races, inclusive the prestigious "Östgötaloppet", which was a 69km event. Ake not only conquered but also set a new race record in his class. With the 250cc Husqvarna he rode at an average of 92 kilometres an hour – a pace which was fifth fastest in the entire event, including the biggest classes.

Considering that Kalén and Sunnqvist rode bigger machines and that the race distance lay around 40 minutes, Ake's performance was even more attractive. This was one of Ake's biggest victories together with an event that lay four weeks ahead in time. The TT-race at Onsala had an attendance of a dozen international riders. Ake was back in the 250-saddle, which in this case was half a 500 using only one of the V-configuration cylinders. This machine was a legendary Husqvarna model in the 30s. Among the strong competitors in the A-class was the British world record holder Eric Fernihough. However, the reddish apple cheeked youngster by the name of Jönsson won the race after some domination. The winner’s prize was 200 Swedish Kronor (around 50 dollars) and this success cemented Ake's place in the famous Husqvarna "gang".


In the weekly newspaper "Motornyheterna" you could read about Ake's victories… His well-tuned Husqvarna and Ake's outstanding riding technique through corners were a difficult obstacle even for his teammates Gunnar Kalén and Ragnar Sunnqvist. Ake has adopted the world-famous Stevenson-stil with his leg sweeping out behind the machine during cornering.

After a five-month delay with no racing, the 1933 season took off with a second place for Ake.

The following month he rode in Denmark where he was forced to retire in Korsör. How would this end? The first victory did not arrive until at the end of July, when young Jönsson won in Hälsingborg. "It was a pre-race with all eyes set on the big Grand Prix in Saxtorp", Ake said to the press (I have a post-card where it says "Let's celebrate Grand Prix", signed by all the Husqvarna greats of the 30s). On the 3rd of September a record crowd of 150’000 spectators with 65 competing riders were seen at Saxtorp in the Skane province. It was the biggest motorcycle race ever held on Swedish soil! Ake Jönsson competed as usual in the 250cc class and the distance to be covered measured 14,5 kilometres. The start took place where the church of Saxtorps is situated. And then on to Dösjebro station, south to Lyckan (Happiness), west towards Björnstorp and then north to the finish line. After 21 laps Ake was second behind Briton Charlie Dodson when the Swede suddenly stopped at Björnstorp. Ake had an overwhelming margin to the third placed man, but the machine would not go any further. 


“It was the biggest disappointment in my life,” cried Ake afterwards when interviewed.

In Husqvarna's unfortunate season of 1934, the 23-year old Jönsson only participated in eight events. He won five but now there were dark clouds on the horizon. The Super-Swede Gunnar Kalén lost his life in the German GP and all the Husqvarna machines were damaged severely when loading them on a ship to the Isle of Man. Husqvarna chose to withdraw from its race dominance and frankly just stopped racing.

Ake Jönsson was a successful, dominant racer with a good sense of humour. And still he was a man of few words until he arrived at the race track. But the car accident changed his life. After being a nerve wreck for years, his mood improved a little. But Ake was never the same man again.

Bike results of king Ake Jönsson
7 years on m/c: 1928-35, of which five years as factory rider at Husqvarna (1931-35)   
A total of 105 events: 53 victories, 24 second places and 4 third spots.


For the ordinary citizen in the Soviet Union, life was different from living in the West. In the 60s the restrictions were harsh and people had to fight hard for their bread and butter. The newly crowned world champion Torsten Hallman, on Husqvarna, rode to Moscow and found transportation and other duties not to be rock ‘n’ roll on the highways. Listen to his own story of a memorable trip in 1962.

Fascinating is the best word to describe my trips to Russia, that I visited during the 60s. Of course, in those days everything in the communist Soviet Union was either impossible, or rather prohibited. My adventures behind the iron-curtain consisted of obeying rules and never taking decisions on my own. After the Finnish Grand Prix in 1962 it was time to hit Moscow and there were a few riders set to participate there. So, we travelled together. Not least to have some company.


Four members of the Russian Federation met us all at the Russian border, to help take care of the border transfer. But, as always in the Eastern countries in those days, there was a real Kalamazoo at customs. Despite good intentions from the Motor Club in Moscow, it took a few hours to clear visas, declaration of money in each currency (we always had a wad of money in many currencies as we travelled a lot) and finally what was brought into the country. Customs officials wanted to know just about everything and took note of frame numbers, spare parts, etc. etc. You name it and they’d check it! After procedures were over we had a good 1’000 km trip before reaching Moscow – with a speed limit of 50 km/h - tiresome is not the correct word. Excruciatingly boring is a far better description of the journey.


We were only allowed to drive on certain transit roads so that the military could have full control on our ride. They also wanted to be sure that no one in our group got lost. On top of it all we had to stop every 30 klicks to make certain everything was OK and that no one was missing. Our overnight-stops were carefully planned in advance and also went according to a well-planned procedure. First, passport and papers were checked scrupulously. Then different lines to receive blankets, cushion, towels and so on. Then we were shown into a tent where there was a tiny cot to lie down on. But after two hours of going through all this, nobody was in the mood for sleeping any more…


I remember there were lots of discussions about the travel speed and we finally convinced the authorities that our cars were not suited to such low speeds. But this in turn meant that we had to take a travel guide on board, which we did after some further disputes. Having seen the poor countryside with views reminding us of the 19th century we were amazed when reaching Moscow. I think it at least used to be one of the most beautiful cities in Europe and it made a strong impression when we rode around this vast city to see the sites. The Russians have thought ahead and the streets were wide and on top of it we found a lot of modern high-rising buildings in the downtown area. The traffic was dull and not too many cars on the roads as most people couldn’t afford to buy a vehicle anyway.


The Swedish party of motocross riders took two days off to discover all the secrets of magnificent Moscow. But we soon found that everything was more or less prohibited in the city, just as it had been outside. On the famous ‘Red Marketplace’ we were looking at the Lenin mausoleum and all the fabulous churches around. We had to follow certain paths and not take any photographs of the police. Of course, we did quite the opposite and were questioned until they got tired of the Swedish tourists.


There were more that 150’000 spectators who came to watch the Soviet Grand Prix – despite the fact that I had already clinched the 250cc world crown. In fact the track was situated in the city of Moscow, just two kilometres from the famous Lenin stadium of which we had a tremendous view from our golden pond. The race itself was of little interest. A new local name turned up as we gathered to compete. Victor Arbekov (later to be world champion in 1965) rode a home-made machine and took the holeshot to the great delight of the big crowd. I soon caught up with him with my quick Husky, but didn’t dare overtake as he was all over the track, moving unconvincingly. In a jump I gave everything to pass but Victor saw me coming and hit me so we crashed badly when hitting the ground after the jump. Unfortunately, my throttle cable broke which forced me to abandon this first heat. I was furious at Arbekov and was the first to ‘congratulate’ him on his win, swearing in Swedish which he of course didn’t understand. The Russian Federation asked me to apologize for all my dirty words, which I had to obey. So, I rode my Husqvarna to victory in the second race after my Viking blood had reached boiling point!

Returning home we all enjoyed food and sleep in our own beds!