Photos: Jean Caillou; Eduardo Gomez de Salazar; Yamaha Motor Co.
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.
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 was one of the Montesa factory development riders with Christian Rayer in 1967, seen here with another 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).Christian Rayer on B-576140 the first prototype of the Montesa Cota in 1967The 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. This he did with a 360cc prototype, using a mix of mainly Yamaha but also Saracen, Montesa and Ossa components.
Rayer with the prototype Yamaha TY (1971) in a company publicity brochure.
The trials model eventually became known as the ‘TY’ which stood for ‘Trial Yamaha’, Rayer again feeding back useful information to the Japanese engineers at the Yamaha factory.
Christian Rayer’s 1971 prototype built for Sonauto-Yamaha. Front hub is Yamaha 125, rear is Ossa, as is the swinging arm, front forks are modified Montesa. The first frame used was actually built by Saracen. This version used an Ossa frame. Originally had a 360 RT1 stock engine, then in 1972 received this works magnesium engine, also 360. – Photo: Jean Caillou
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.
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.
Christian Rayer of France is a Trials Guru – ‘Trial Legend’
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
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.
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.
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.
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.
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.
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 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
Photos:
Jimmy Young, Armadale
Alistair MacMillan / West Highland News Agency, Fort William (with permission of current copyright holder: Anthony MacMillan, Fort William – All rights reserved)
Bronwyn Palmer (250 Gas gas) from Perthshire, Scotland gains useful experience at the British Ladies Trials Championship opening round at Didcot on Sunday 16th march 2014. Photo: Heath Brindley/R2WTrials.
A page dedicated to the greatest event of them all, the Scottish Six Days Trial – Born 1911 and still going strong
Bob Macgregor (Rudge) in the 1939 SSDT.
Roy Kerr (Montesa 349) storms ‘Pipeline’ in 1980 (Photo: Iain Lawrie, Kinlochleven)
&
Bultaco Motorcycles…
Francisco ‘Bambi’ Valera one of the Bultaco factory mechanics/technicians and his grandson Oriol Marse with a Bultaco ‘Chispa’ 50cc junior trials machine.
James Dabill in the 2012 World Series. This is a brief insight into the life of a professional trials rider. Dabill is a multiple British Trials Champion.
Left 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).
H. 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 (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)
The 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 was associated with Montesa since 1970, seen here at the 1979 SSDT on his Montesa Cota 349. (Photo: Iain Lawrie, Kinlochleven, Scotland)
The 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.
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.
David MacLean (Inverness) – Beta in 2002 – Photo: CJB Photographic/Colin BullockLocal rider, Allie ‘Beag’ Cameron (Fort William) was allocated number 1 on his 150cc Greeves in 1963.
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’.
Mick Andrews (Yamaha OW – 250cc) on his way to win the 1974 SSDT with the loss of 41 marks.
Dateline March 2014…
The annual ‘Sporting Holiday in the Highlands’ better known as the Scottish Six Days Trial begins to take shape once again. The entry ballot has been run, as is customary for this event is over-subscribed and the payment date has now expired and the riding numbers will soon be issued to competitors. Hopefuls on the reserve list will await their news with baited breath!
For competitors who are by now committed 110% to some eight weeks of machine, physical and mental preparation, this has begun in earnest.
The importers have already issued their own instructions and provided their ‘hints and tips’ for machine preparation for this classic amongst trials events. Many take this event very seriously, some look upon it as a challenge for them, just to take part and finish on the Saturday afternoon. Of course there are those in the minority that have their eyes fixed firmly on the ‘win of the year’!
Many of the riders are from overseas and they have to book ferries, flights and make sure they have everything in order for the lengthy journey to Fort William in the Scottish Highlands, which will be the nucleus of the trial for the six days in early May.
The Scottish Six Days is nothing short of an annual pilgrimage for trials riders and trials enthusiasts the world over.
Equally important, but very much behind the scenes, the trial organisers have in-gathered all the necessary permissions from land-owners, the Police, councils and those organisations that allow the trial to traverse the ground they manage. Much is done every year to ensure proper land use which nowadays is strictly controlled to ensure that environmental regulations are not breached and the event is not placed in any jeopardy. This is one of the reasons why the event cannot be followed by spectators on motorcycles.
There is still much work to be done of course, right up to 07.30 on Monday 5th May, when the first man is flagged and piped away for the 2014 edition!
Soon we will be focussing on those that have a firm chance of winning this prestigious event.
In the meantime let us look at some Magic Moments of SSDT’s gone by….flash-back 40 years…
Magic Moments…1974 – MICK ANDREWS
An event which has a history going back more than 100 years, the Scottish Six Days Trial has witnessed some very interesting and historical moments, magic moments to so many people in fact, who follow the history of this famous International event.
One rider who has always been associated with the ‘Scottish’ is Mick Andrews.
Mick had started his trials career with the support of his family, when his father Tom traded his Vincent road machine for a trials machine, an AJS when his son was sixteen years old. As they say the rest is history – as Mick would go on to have a very successful off-road motorcycling career which would include the SSDT, not once but five times.
The Adventure Begins
Mick’s first ride in the ‘Highlands’ was as a seventeen year old in 1962, as part of the mighty AJS factory supported team. In 1963 he finished a very creditable runner-up to Arthur Lampkin. His early result was not just a one-off as he finished once again in second position in 1964 to Sammy Miller. The move to the lighter weight two-stroke power machines from the heavy four-strokes was now gathering pace with rapid momentum and along with his great rival Miller who had moved to the Spanish Bultaco, Andrews had moved over to a James for the 1965 event where he finished in third place.
It was third position again in 1966 with Andrews on a private Bultaco. He then took over the role of development rider with the Spanish Ossa concern in 1967, but was forced to retire form the event when the rear sprocket carrier broke. But in 1968, he would claim yet another third place finish. In 1969 he would finish second this time to Bill Wilkinson on the Greeves, but now he felt ready to win the event. With his input, the Ossa was turning into a winning machine and he took a hat trick of wins from 1970 – 1972, but soon he would face a new challenge as he was tempted to another manufacturer.
A New Challenge
Mick Andrews had been looking for a something fresh as he felt he had gone as far as he could with the Ossa. The ‘Big Four’ Japanese manufacturers, Honda; Yamaha; Suzuki and Kawasaki all wanted to develop new trials motorcycles. They all needed a professional rider with the experience to take the lead and Yamaha chose Andrews. He started in earnest with the project in 1973 and made his debut at the ‘Scottish’ on the new 250cc Yamaha taking a very strong second place. The Japanese wanted to win and in early 1974 Yamaha shocked the world of trials when it unveiled its new single shock, fuel-injected 250cc bike for Andrews to ride. The machine was a hit and his early success with the machine included a European championship win and in May he headed to the SSDT with one thing on his mid – to win!
After losing just one mark on Monday, by mid-week he had opened up a five mark advantage over Martin Lampkin. To keep the crowds as bay the ‘Pipeline’ hazard had been roped off, but it held no terrors for Andrews. Veteran reporter Ralph Venables hailed his clean ride of the hill as the best he had ever witnessed! Despite pressure from the other riders, Andrews kept his cool through Thursday and Friday parting with very few marks and made the best performance on Saturday to take the historic win. Andrews made the phone call to Japan to tell them of the achievement, the first ever for a Japanese manufacturer – they were elated. Such was the reliability of the new machine he had only used two sets of tyres and two chains to take victory – Yamaha had arrived on the trials scene!
Results 1974 SSDT
1: Mick Andrews (250 Yamaha) 41; 2: Malcolm Rathmell (250 Bultaco) 51; 3: Thore Evertson (250 Ossa-SWE) 55; 4: Martin Lampkin (325 Bultaco) 65; 5: Alan Lampkin (325 Bultaco) 68; 6: Rob Shepherd (250 Montesa) 70; 7: Dave Thorpe (250 Ossa) 72; 8: Clive Smith (250 Montesa) 78; 9: Rob Edwards (310 Montesa) 83; 10: Mick Wilkinson (250 Ossa) 85.
Information supplied by Trials Media on behalf of the Scottish Six Days Trial (2014)
The Premier Trial Website – Recording the History of the Sport 'Established 2014'
TRIALS GURU - DEDICATED TO TRIAL 