All posts by bigjohn2014

SSDT 2014 coming soon…



Fantic - Saffron
A touch of glamour…Model ‘Saffron’ tries local Fort William rider Gary MacLennan’s Fantic out for size…keep tuned to Trials Guru for pre-trial updates for this years’ Scottish Six Days!
SSDT 2014 Advert
Also coming soon, a special page all about the Scottish, past & present… all from Trials Guru…
Alexz Wigg'07 Leanachan
ALEXZ WIGG in SSDT action 2007 on his Gas Gas at Leanachan (Photo: Iain Lawrie, Kinlochleven)

Don’t miss it…the Scottish Six Days Trial – 5 – 10 May, 2014.

Profile: CHRISTIAN RAYER (France)

Christian Rayer is a name not universally known in the UK, but is very well-known in his native France. Born in 1945, riding Greeves and Motobecane machinery in his early years as a rider, he was instrumental in the development of the first Montesa Cota 247 series trials machine which emerged in 1967, based and developed from the Spanish factory’s Impala engine design.

Montesa Trial prototype n1( 67)
Prior to the Cota, this was the Montesa Trial 247 (11M), this model was launched at the Barcelona motor show and had a production run of only 44 units. Developed by Rayer/Pi in 1967. (Information provided by: Luis Munoz-Aycuens Ribas).

This was done in association with both Pedro Pi and England’s Don (D.R.) Smith feeding information back to the Barcelona factory, owned by the Catalan Permanyer family, based then at Esplugas de Llobregat.

Pere Pi - Montesa Proto
Pere Pi was one of the Montesa factory development riders with Christian Rayer in 1967, seen here with another Cota Prototype.
Montesa Cota Prototype
One of the few remaining early model Montesa Trial 11M limited series production machines (B-577564). Developed from the prototypes from the Rayer/Pi/Smith era now in a private museum near Madrid, Spain (Photo: Eduardo Gomez de Salazar).


Première MONTESA 1967 -
Christian Rayer on B-576140 the first prototype of the Montesa Cota in 1967
1971 Cota 247
The 1971 production Montesa Cota which was a direct descendant from Rayer’s prototype machinery.

Rayer was six times French trials champion and rode the Scottish Six Days Trial three times on the Spanish marque. His main rivals of that era on the European trials scene were Sammy Miller, Gordon Farley and Don Smith (England) and Gustav Franke (Germany) who were all professional riders. Thereafter, in 1971 he was contracted by Yamaha to develop a trials machine the basis being their DT175 off-road model.

Presentation essaie prototype TY Yamaha (71)
Rayer with the prototype Yamaha TY (1971) in a company publicity brochure.

The trials model became known as the ‘TY’ which stood for ‘Trial Yamaha’ Rayer again feeding back useful information to the Japanese engineers at the Yamaha factory. Rayer’s efforts paved the way for a full-on attack by the Dutch based competition arm of Yamaha Motor Co in trials, but now with Mick Andrews as their main factory rider in 1973. Andrews had been with Spanish rivals, Ossa from 1967, switching to Yamaha in a blaze of publicity.

The first Factory Trial motorcycle in 1972
Progression in 1972 with changes to the TY Yamaha already visible.

Rayer’s business acumen resulted in the creation of his dealership called ‘Moto 92’ at Chaville, a suburb of Paris, where he went on to develop up-rated motors for the Yamaha TY250; XT600 and other trail models. He was also the founder of the first riding school for off road riders near Paris and competed in the first edition of the famous Paris-Dakar Rally on the Japanese marque as an official team member, winning many of the individual stages in the process. Rayer also rode in the Enduro de Touquet, also as part of Team Yamaha and finished second overall from a start field of 1000 riders.

In later life, Christian took up para-gliding, diving, hunting and microlight aircraft piloting.

Nowadays Christian runs a business in Valbonne Cedex called ‘IP Moteurs‘ supplying after-market upgrade kits for Yamaha, Suzuki and Honda.

The Trials Guru salutes – Christian Rayer.



Tribute: Allie ‘Beag’ Cameron – the quiet man from Fort William

Allie ‘Beag’ Cameron 1940 – 1998 – Photo: Jimmy Young, Armadale

Alexander John Cameron, known to the townsfolk of his native Fort William as ‘Allie Beag’ or just ‘The Beag’, this Gaelic nickname means ‘Wee Allie’.

At the Parade Garage in Fort William, where he served his apprenticeship as a mechanic, there were two ‘Allies’ so there had to be a distinction and it stuck with him for the rest of his life. Allie was originally inspired by watching the Scottish Six Days and ventured into trials at eighteen years of age, when he could afford a James Commando in 1958. This beginner bike soon made way for a brand new 20TA Greeves, purchased from Duncan’s of Brechin a year later.

Allie progressed to a 250 DOT in 1961, which, he rode for only one year.

A J Cameron - Triumph
Allie Cameron on the 150cc Triumph Cub in the 1962 SSDT on Tyndrum – Photo: Ian T. Robertson

Next season, Allie bought the ex- Jimmy Hutchings Triumph Tiger Cub and had it reduced in capacity by the factory at Meriden, near Coventry with the intention of winning the 150cc cup at the Scottish, which he did. Henry Vale, the competitions manager at Triumphs had a Terrier 150cc barrel fitted to reduce the capacity accordingly. That particular Cub had a twenty-one inch front wheel and a widened swinging arm to accommodate a full four-inch section trials tyre at the rear.

Allie Beag1
A smiling Allie gets ready for an event at Todholes Farm, Fintry in 1963 – Photo: Jack Williamson, Rosewell.

His Scottish 150cc capacity win on the Triumph soon attracted the attention of the Greeves factory at Thundersley, Essex and Allie received factory support in the shape of a 149cc bike (XWC 264) for the 1963 Scottish.

Cameron lifted the cup a second time for the loss of 120 marks with his closest rival being Gordon Farley, on a Triumph supported by Jock Hitchcock, who dropped 174 marks. Greeves were happy with the result and used it to best effect in their adverts in the motorcycle press for many months later.

1963 Allie Cameron Achintee
On his special Greeves 149 (XWC264) winning the 150cc cup at the Scottish for his employers, Greeves Motorcycles of Thundersley, Essex; seen here on Achintee in the 1963 Scottish Six Days Trial. Photo: Mrs Florence Cameron, Fort William.

The same year Allie was runner up in the Scottish Trials championship, two points behind Jackie Williamson. By 1967,  ‘Beag’ had two special firsts, four first class and four capacity class wins to his credit in six rides in the Scottish Six Days Trial.

Allie was offered a job as mechanic in the competitions department at Thundersley, preparing the factory trials and scrambles machinery for the works riders. He also prepared many of the special ISDT machines including those supplied to Thames Ditton dealers Comerfords. Allie worked in company with John Pease on the ISDT bikes.

1965 Allie Cameron
An accomplished mechanic, Allie fettles his 150cc Greeves factory machine at Gorgie Market in May 1965 (NEV5C). He won the 150cc cup on 169 marks. Photo: Mrs Florence Cameron, Fort William.

Pease who as well as working at the factory was selected on many occasions as a British Trophy team member. The duo fabricated the special engine cradles to carry centre stands, rock guards and the various brackets to carry headlamps, number plates and compressed air bottles for tyre inflation.

Allie became friends with Don ‘D.R.’ Smith who came up to the factory once a week for testing and development discussions. ‘Beag’ would go practising at Kelvedon Hatch near Brentwood with Smith who was one of Britain’s top trials riders, by then, European Champion.

1968 LEP Allie Cameron
Allie Cameron on Loch Eild Path in the 1968 Scottish on his factory Greeves (XHK14F). Allie won the Henderson Challenge Trophy for the best performance by a member of the promoting club. – Photo: Alistair MacMillan / West Highland News Agency, Fort William (with permission of current copyright holder: Anthony MacMillan, Fort William – All rights reserved)

‘Beag’ knew all the ‘works boys’ and was highly regarded as not only an excellent spanner-man but as a handy rider in the Wessex Centre ACU. He spannered for Bryan Goss and many of the other factory motocross riders.

In 1971, Allie decided to return home to Fort William and took up a position with the area’s largest employer, The British Aluminium Company (‘BA’ for short). He wasn’t home long when he received a call from Jim Sandiford offering him a job at Sandiford’s Montesa import business. Allie thought long and hard but decided to stay at the BA.

1971 SSDT – Allie ‘Beag’ Cameron (247 Montesa Cota) on Loch Eild Path. Allie took home the ‘Henderson Challenge Trophy’ for the second best performance by a member of the promoting club, and was 24th position in the trial with a special first class award on 126 marks. – Photo: Ian Robertson, Midlothian

Having been diagnosed as having Hodgkin’s disease, the Beag had to restrict his trials riding but never lost his enthusiasm for motorcycling. He rode up until the late 1970’s and was a willing observer at both the annual Ian Pollock Memorial Trial and Pre-65 Scottish.

Sadly, Allie died in the November of 1998. His funeral at the Duncansburgh Church, Fort William was filled to overflowing, such was the popularity of the little man known affectionately as ‘The Beag’ to the towns-folk.  Many modern day competitors and “old hands” converged on the Fort to pay their last respects.

Allie Beag
Allie Beag at home in Fort William in 1996 with the trophies he won during an accomplished career in trials. Photo: John Moffat

Article: Copyright – John Moffat -2005


  • Jimmy Young, Armadale
  • Alistair MacMillan / West Highland News Agency, Fort William (with permission of current copyright holder: Anthony MacMillan, Fort William – All rights reserved)
  • Mrs. Florence Cameron, Fort William
  • John Moffat / Trials Guru
  • Jack Williamson, Rosewell

For more on Scottish Six Days Trial click: Here

Coming soon…

A page dedicated to the greatest event of them all, the Scottish Six Days Trial – Born 1911 and still going strong

Bob MacGregor 1939Bob Macgregor (Rudge) in the 1939 SSDT.

R.A.Kerr'80 Pipeline

Roy Kerr (Montesa 349) storms ‘Pipeline’ in 1980 (Photo: Iain Lawrie, Kinlochleven)


Bultaco Motorcycles…

Bambi Valera & Oriol Marse - grandsonFrancisco ‘Bambi’ Valera one of the Bultaco factory mechanics/technicians and his grandson Oriol Marse with a Bultaco ‘Chispa’ 50cc junior trials machine.

Stay tuned to… Trials Guru

The 1970’s – A golden era for trials

1971 groupLeft to right: A 1971 shot of Allie ‘Beag’ Cameron (Fort William, Montesa); Kenny Fleming (Dunblane, Montesa); Rodger Mount (Fort William, Montesa); Alastair Macgillivary (Fort William, Bultaco) at  a Perth & District Trial in Scotland.

The only thing missing from the image above which shows four well-known Scottish Trials riders, three of which (Fleming; Mount & Macgillivray) were Scottish Champions is…an Ossa! Did you know that the mid 1970’s was a time when more bespoke trials machines were sold in the UK than any period before or since? The main importers were: Comerfords/Bultaco UK (Bultaco); Jim Sandiford Imports (Montesa & at one time Beta); Ossa Moto UK , then Cliff & Roger Holden and subsequently Quinns Competition M/Cs (Ossa).

M Lampkin 1978H. Martin Lampkin (factory Bultaco 325) on his way to victory in the 1978 Scottish Six Days Trial. Lampkin was the first ever World Trials Champion in 1975 and no doubt helped to boost sales world-wide for the San Adrian de Besos based ‘Bultaco’ concern.


The 1977 publicity photo of the Model 199 (326cc) Bultaco Sherpa T. seen here with home market fibre-glass resin fuel tank which factory rider, Yrjo Vesterinen rated as the most pleasing to the eye tank that the company ever produced.

Bill Wilkinson edramucky

Bill Wilkinson (Ossa 250) at the 1977 Scottish Six Days Trial. Wilkinson made the move from the British Greeves to Spanish Ossa concern in 1972 when the marque was imported by Peter Fletcher under the Ossa Moto UK importership. (Photo: Iain Lawrie, Kinlochleven, Scotland)

ossa pennine redThe early Ossa trials machines like this one here, named the Pennine, was based on their enduro style machines. The factory supported riders were issued with these models including Dave Thorpe and Mick Andrews. When the 1970 SSDT came round, Andrews weighed-in a much neater prototype (with Barcelona licence plates: B775073) which was the basis for the Mick Andrews Replica of 1971.

Rob edwards pipeline'79Rob Edwards was associated with Montesa since 1970, seen here at the 1979 SSDT on his Montesa Cota 349. (Photo: Iain Lawrie, Kinlochleven, Scotland)

Montesa_Team__73The USA Montesa Team in 1973 helped promote the brand in the US. All Americans, except for two, Spaniard Xavier Jordi on the far left and Scotsman Derek Edgar, second from left. Thanks to Martin Belair for the use of this image.

1980 Montesa 348

The 1980 version of the M51 305cc Montesa Cota 348. This particular model was fitted with Telesco ‘gas-bag’ rear suspension units as standard OEM fit. A very popular machine in it’s day. More popular than it’s successor the 349 Cota.

Coming soon…The ‘Spanish Armada’ trials story…

Scottish Six Days Talk: – Riding ‘Number 1’

D MacLean 2002
David MacLean (Inverness) – Beta in 2002 – Photo: CJB Photographic/Colin Bullock
1963 Allie Cameron Achintee
Local rider, Allie ‘Beag’  Cameron (Fort William) was allocated number 1 on his 150cc Greeves in 1963.


Roy Kerr SSDT No. 1
Roy Kerr (Lauder, Borders) Montesa 349 in 1981

The riders you see above are all carrying the riding ‘number 1 plate’ in the annual Scottish Six Days Trial, do you know the significance of this number? Well, in more recent times, but not always, the rider carrying the ‘number 1 plate’ is a Scotsman. However, I did say not always, because in the 1950’s it had been allocated to a small capacity machine’s rider. Since the 1960’s it had occasionally been allocated to a Scotsman, in 1968 it was Norman F. W. Edgar, who went on to become SSDT Clerk of the Course. From the 1972 trial on-wards, it has been continuously allocated to a Scots rider. The rider in 1972 was George Shaw, a Perth & District member. So, when you are next at this annual ‘Sporting Holiday in The Highlands’ – look out for two things, the ‘number 1 plate’ and also a yellow number plate which signifies the event ‘Leader’.