The Rules, Regulations and Benefits in Sport

September 13, 2024 bigjohn2014 3 Comments

Gloves Off with Bernie Schreiber

Former World Champion, SSDT winner and American Champion Bernie Schreiber shares his opinions with Trials Guru about sports rules and regulations in this ‘Gloves Off’ feature. Schreiber competed himself in local, national and international Trials during his professional career. He also worked with Swiss watch brands, Tissot and Omega for decades within their role as Official Timekeepers for many sports including MotoGP and the Olympic Games. Schreiber spent over a decade in World Championship Trials competition and he knows first hand that rules and regulations aren’t just part of sport, they are the sport. We had the opportunity to explore his opinions about sports regulations, Trials today and his observations going forward, as he looks back on the sport’s history and heritage.

Trials Guru: When did you start competing in sports?

Bernie Schreiber: The beginning was a few American team sports back in Junior high school. My mother had me competing in local tennis competitions since the age of 10, so I had a good taste of getting beat up by bigger kids already. Took a liking to individual sports from a very young age. First motorcycle Trials competition was around 1971 at Saddleback Park in the kids’ class with Jeff Ward who turned to Motocross a few years later. A year later in 1972, I competed in America’s biggest trials event ‘El Trial de Espana’ and that same year Sammy Miller entered and won. There were about 300 participants at the event.

In 1974, I won a trip to Barcelona to watch the Spanish European Championship and visited the Bultaco factory. Two years later in 1976, a group of Americans went to the Scottish Six Days Trial. I was underage to ride, so spectated the entire event, starting in Edinburgh. The following year in 1977 at 18 years old, I entered the FIM Trial World Championship season sponsored by Bultaco and participated in the SSDT. Managed two podiums at the world rounds in Spain and West Germany that year and finished seventh in the world. That was the start of my career in sports.

1979 FIM World Trials Champion – Bernie Schreiber

TG: How important are rules and regulations in sports?

BS: Rules and regulations are very important in sports. Regulations are typically created by governing bodies at various levels such as; national or international and these rules are officially put into effect by a greater weight than standard rules and are legally binding. While some rules can be limited to specific groups, clubs or organizations, regulations apply to all individuals and entities within a jurisdiction. The main purpose of regulations is to ensure standardization, safety and fairness of the sport.

Rules are the invisible force that guides every sport, every athlete, judge and manufacturers, etc. Imagine a baseball game without strikes or a basketball match without fouls or motorsports with no weight or power capacity rules? It wouldn’t just be chaotic; it would be a completely different sport.

Rules create the boundaries that give a sport their identity. They dictate the pace, the intensity, the excitement and fairness. Rules and regulations ensure fair-play and apply to everyone equally, leveling the playing field so that talent and strategy win the day. There should not be special rules for a few, venues for a few, event calendars for a few, support for a few, overwhelming product advantage for a few, or total financial dominance.

Rules are the backbone that keeps the sport fair, safe, exciting, and, frankly, playable. Without fair rules, there would be no structure, no way to determine a real winner, no framework to build upon and eliminate a potential for unfair acts in order to gain an advantage.

TG: Why is fair-play essential in sports?

BS: Fair-play is an essential and central part of successful sport involvement, promotion and development. By adhering to the rules and regulations, athletes compete on a level playing field, where their skills and abilities determine the outcome.

The principles of fair-play include integrity, fairness, and respect for opponents, fellow players, referees, sponsors and fans. With these principles, the spirit of competition thrives, fuelled by honest rivalry, courteous relations and a graceful acceptance of results.

So, when you’re watching your favourite sport or playing the sport yourself, remember those rules are more than just guidelines, they’re what makes the sport great.

Each sport has a unique set of boundaries and rules which brings out the best in athletes and teams, fostering an atmosphere of competition that’s both challenging and rewarding. Remember, it’s within these well-defined lines and well-established rules that the true spirit of sportsmanship thrives. And every time you coach youth, you’re instilling that same respect for rules and boundaries in a new generation of athletes.

TG: What are the benefits of rules and regulations?

BS: Rules set the stage for competition, defining how to score, what’s in bounds, and what’s a foul. They level the playing field so that talent shines over bad actors. The benefits of rules help sports accurately adapt to challenges and support growth. If the rules are good for all involved, it benefits all involved. Rules are meant to enhance, promote good and be optimized over time to match specific goals and best interests for all parties involved.

There are always concerns about modifying sport rules and it has been an increasing issue in the past few decades. Modifying the rules is a common way to change the game conditions. Rules provide the unique, differentiating character to the sport and especially in traditional sports.

There are many reports on the subject of rule changes and time after time the rule modifications are no real benefit, impact or a specific goal achieved. Rule modification involves processes that seek change in the game conditions with a certain goal in mind.

This could be to improve performance, attract more spectators, media, sponsors or cost reductions etc.

Quite a few times it has been identified that one of the primary sources of rule change was purely commercial pressures and personal interests. In some cases, the commercial benefits are related to an increase in TV spectatorship, which in turn affects the public’s interest in the sport and certain sponsors.

Some cases could be demands of the media to change the game time, but these should be tested over time for short and long-term benefits. Media has always played a role in sports, but over the past decades they seem to play along with whatever brings in advertising revenue whether it’s good or bad for the sport.

Sports law plays a pivotal role in shaping the framework within which athletes, teams, sponsors, manufactures and sporting organizations operate by focusing on the intersection of various legal practices with sports-related matters.

TG: Which rules in Trials are you always confused as to why they exists in the first place and you believe the sport would be better without?

BS: Today we can witness two different sports in Trials. One is the traditional participant sport which most Trials riders practice successfully under traditional rules and the other sport is designed to stage a show that entertains crowds. What always confused me is why at the World Championship level they brought the Indoor stage a show rules and obstacle design to outdoor events.

Times have changed and the word reliability has been removed from the sport of outdoor Trials in both World championship and most National Championships. The sport has changed, but so have the rules. The success of participant trials will always take place with traditional rules like the Scottish Six Days or classic events, with non-stop and no assistance (minders) rules in my opinion.

The word ‘circus’ has been used to described these stage shows versus traditional trials, it has not been successful for outdoor trials under the current rules. Outdoor trials have always been a participant sport for riders and remains so today. Nothing has changed except the lack of interest and participation in World and National Championships. Many riders have been forced to depart the sport of trials over the past decade due to no support. The sport has left behind many top riders unable to adapt or get support for the professional entertainment business based on the show and money. The quantity of show riders becomes more and more limited each year as manufacturers’ budgets are reduced due to sales.

This is an excerpt from the official press release earlier in 2024 about new outdoor trials rules “Stop Allowed” that stated:

“Global conditions have changed considerably and the FIM’s approach is different from that of the previous decade. During the previous seasons, the FIM carried out numerous expert appraisals and consultations with a view to improving these conditions and considering solutions for modernising the discipline. A majority of manufacturers and a number of riders expressed their desire for the greatest possible ‘freedom’ in expressing their enormous technical abilities in the sections with the main aim of putting on a show. To this end, the FIM has decided that its TrialGP organisations will focus primarily on visibility and the quality of the show put on. Other measures such as the acceleration of the race pace, the separation of certain classes and other decisions to come – leading to greater dynamism of the Events – will go in this direction.”

Whoever applied the rule “Stop Allowed” or “Rider Assistance” back in the 1990s, had the intent in my view, to make a show and turn the outdoor World Championship into a permanent circus style environment. In my opinion, these two regulations have been the single biggest mistakes over the last few decades for outdoor Trials. The sport would be better without them.

TG: Why are these Two rules so important?

BS: Complicating simplicity is not always progress, but often chaos. Changing one rule can change the sport completely and benefit a group of riders with specific skills coming from other rules in another sport.

These specific rule changes allow for more extreme style sections and the permanent need for (minders) which only a few riders can afford. These rules just add costs in very difficult economic times at every level and provide no real benefits to the sport.

The few (X-Trial) invitational riders obtain a huge advantage over all other World Championship riders at outdoor events, due to nearly identical rules and section designs. Most other riders don’t have the financial means to acquire such advantages during practice or competition. This makes the sport for elitists who can dominate the podium for a longer period of time in such a regime.

I believe that you just can’t transfer indoor (X-Trial) rules to outdoor with the same approach to section design. The Indoor (X-Trial) circus/stage show is an entirely different sport than the outdoor World Championship. The terrain, climate, skills, public perception, rules, access, sections and classes. Trials have always been the individual rider and machine against the natural terrain sport, not a team of acrobats assisted in artificial sections.

Only about ten to fifteen riders actually receive an entry to these winter X-Trial shows and most never qualify for the final. The show must go on with lights, music, ticket sales, spectators, seats, beer and some money for the organisers and top teams.

I’ve been there and done that forty-five years ago, I found myself pleasing the crowd in front of ten thousand Trials spectators at the 1979 SoloMoto Indoor Barcelona in the January. The next month in February, was the opening World round of the Hurst Cup in Northern Ireland riding in cold, mud and icy conditions.

The rules, riding techniques, competitors were completely different and that’s what makes a World Championship and Champion in any discipline. My view remains, that two sports need two sets of rules for success.

TG: What’s your thoughts on the modern Trials bikes of today?

BS: Trials bikes today have a massive number of modern technologies like most off-road machines. They are light and provide benefits for expert riders and upwards, but not really the best bike for your average club rider. The products available today are highly specialized and mostly designed for indoor acrobatic riders with the main purpose to hop, stop, pop and repeat on the back wheel which doesn’t really appeal to your average off-road rider or trial enthusiasts. These modern machines are not designed for about 80% of Trials riders skills. The youth struggle to purchase such technology, which offers no other usage than trials riding.

I’ve hosted a few hundred students at my Trial’s schools over the last five years and many students with modern bikes struggle to do a basic turn, as they find themselves unable to control or use the technology properly. Many club riders today seem to enjoy the sport most on a modern 125cc model. The advanced riders who actually use the bike technology and capabilities end up staging a show on a big obstacle, but then they struggle to clean a traditional trials section in competition conditions.

Bikes with no real flywheel, fender seats, quick action throttles, sensitive brakes and clutch are a nightmare for most novice and intermediate riders’ skills. Many just excel at bad habits as they progress and can’t focus on the section lines or truly enjoy sport competition fully without the risk of an accident.

Some riders purchase the high-performance machine to do imaginary tasks. These tasks and skills become unrealistic illusions. Social media posts of top riders are much more than a skill, it’s a staged show of skills.

Whether you have a twin-shock bike or modern bike you still have to do the work to learn skills, then clean sections and win trials. We all have much respect and admiration for top trials riders, but we must be realistic that they represent less than 1% of trials riders. The Ringling Bros and ‘Barnum & Bailey’ effect is not beneficial for the growth of outdoor Trials.

It’s like saying American stunt performer and entertainer, Evel Knievel’s jumps were good for the promotion of MotoGP.

TG: What has been removed from the sport since the 1970s and 80s golden trials years?

BS: Trials has lost its character, beauty, elegance, culture and freedoms from the earlier golden years which included the 1960s as well. On top of that, the World Championship calendar is no longer a real World Championship. It has become a southern European Championship hosted throughout the dry summer months. This fits perfectly to the stage show riders and cost cutting program of most factory teams.

The United Kingdom that invented the sport of trials and has the deepest traditions has not hosted a World Championship since 2018, leaving a six-year void in the sport. That would be like the United Kingdom not hosting Tennis at Wimbledon for six-years. These are huge mistakes in my opinion and have effects on the sport. The U.S. World round is in the same situation. From 1975 to 1987 there was a USA world round every year except 1980. Young riders now migrate to Spain for practice and factory exposure hoping to learn indoor style conditions to get ready for the World Championship season.

Of course, it’s easier and cheaper to migrate from European countries to Spain than from the USA, but many youth riders are isolated in their home country riding the local events without minders, sponsors, budgets or hope. Some local importers try to support and bridge the financial gap, but money is tight, and the gap is growing, while bike sales drop to their lowest levels in decades. The gap for youth riders keeps growing and the culture of the sport has nearly disappeared in some countries.

The rules of the sport are like a puzzle and must be assembled correctly for a successful future.

TG: What do you mean by a cost cutting calendar for riders and factory teams?

BS: Like a business, the easiest thing to do is cut costs before searching for additional revenues or growth. Trials have not been innovative at developing the sport for future generations.

Back in 1979 we had 12 outdoor world rounds in 12 different countries. That same year there were five different winners in the first five rounds of the championship. In 1980 the first 4 world round winners were from 4 countries riding four different bike brands. We used to ride trials with three 18-mile laps of 15 to 20 sections without assistance or section viewing the day before. During my entire trials career, I never had a say in the rules or calendar of the World Championship.

The World Championship formula worked and still works with MXGP and MotoGP calendars. MXGP and MotoGP have long standing promoters who look after the sport and their interests, but always strive for innovative growth in a professional manner.

Once you stop hosting prestigious events in countries, you begin to uproot the grass roots venues on the calendar and start the process to dismantle local organizers, sponsors, media, clubs, history and the development of the sport. The potential sales markets dry up and eventually everything around the sport as well. The youth gap to the top grows and becomes even more difficult and dreams vanish, or they turn to something else.

The manufacturers Teams save costs in the short term, but the long-term vision for growth slowly dies and limits markets to sell products and develop youth programs. Once grass roots are gone, the work is difficult to build back again, and a generation of riders are left behind. Evaluating your success over the years is never easy, but meetings without substance just remain empty seats.

TG: What do you see going forward?

BS: First you need to identify the challenges before solutions are found and changes made. Trials need some common sense back-to-basics rules for the Outdoor World Championship. Smart rules and regulations built from the bottom-up, not top-down approach used for decades with no real proven success or results for the sport. These 106 pages of regulations actually takes away our freedoms and has restricted growth of the sport over the years.

2024_FIM_Trial_World_Championship_Regulations_En_10-05.pdf (fim- moto.com)

Media interest has nearly disappeared, and most publications today are classic magazines with stories from the past. Print coverage is delayed for major news and over 80% of advertisers are industry partners as the numbers are weak and reach is very limited. When a sport becomes very specialized most mainstream media and sponsors have little interest. The promotion of the sport cannot be limited to TrialGP or X-Trial on social media and expect growth and awareness.

The sport has overdosed on new classes in the World Championship, National Championships and local events. In the USA you will discover 20 classes in their National Championship with only 100 riders. This brings the risk of riders dropping down a class to pick up a trophy discouraging others in the process. It also dilutes the overall winner’s value as a National Champion. Organizers producing 60 trophies for 20 podium presentations or a podium with one rider. This doesn’t make sense in any sport.

This might be a way to obtain additional entries in the short term, but that’s not substantial. I’m not convinced this approach provides benefits for outside sponsorship investment unless the company produces awards.

Land usage is becoming a challenge for everything related to two-wheel vehicles, not just trials bikes. Classic event organizers still run successful two-day trials at world class venues with 200 to 400 participants across Europe. Urban Trials and X-Trials attract local spectators and tourists, but don’t really promote bike sales or the traditional sport. Expanding the calendar and cutting the rider assistance with smarter section designs and other rule changes would be a huge benefit for the sport and most know that would level the playing field for growth.

My view is that sections should be non-stop and limited to around 45 seconds keeping the flow of the event for a larger quantity of riders and simple scoring. The sport of Trials has become difficult, complicated and expensive. Maybe the most challenging of all two-wheel off-road sports. Bikes are expensive and too specialized for the average rider. Travel and transport have become expensive, so downsizing on-site infrastructure and rider costs is important and beneficial for everyone. One other point is the need for standardization of rules across the world like most sports.

TG: This year marks your 45^th anniversary since you became FIM Trial World Champion in 1979 and we wish to thank you for supporting Trials Guru with your ‘Gloves Off’ column.

BS: Yes, September 16^th, 1979 marks that historic date when the first and only American won the Trial World Championship. Thank you to Trials Guru website for the dedication to the sport and its history. The sport of Trials will always be greater than its Heroes and Champions.

Copyright: Bernie Schreiber/Trials Guru 2024

More ‘Gloves Off’ articles here: ‘GLOVES OFF’ with Bernie Schreiber

People

Sammy Miller MBE is free!

September 7, 2024 bigjohn2014

On 25th September 2024, the trials legend that is Samuel Hamilton Miller MBE, is to be granted the freedom of the town of New Milton in Hampshire.

1968 SSDT winner, Sammy Miller waits patiently for his route card at the start in Edinburgh’s Gorgie Market. Photo- Bob May, Edinburgh

There is to be a presentation at the town hall followed by a reception at Sammy’s world famous museum at Bashley.

Sammy Miller (Ariel) on Grey Mares Ridge, high above the village of Kinlochleven – 1963 SSDT – Photo: Mike Davies

Sammy moved to New Milton in 1964, to be nearer the Rickman Brothers who were the then importers of Bultaco and of course he made history by developing the Sherpa T for the Spanish manufacturer.

Sammy outside his first shop in New Milton (Photo: Sammy Miller Museum Archive)

By sheer coincedence, Sammy has also been recently awarded one of only ten white, special edition Trials Guru ‘VIP Winners’ caps.

Sammy Miller MBE outside his world famous museum at Bashley, New Milton, Hampshire with his Trials Guru ‘VIP Winners’ special edition cap. (Photo: Sammy Miller Museum)

Sammy Miller MBE and his wife, Rosemary. (Photo Courtesy of Sammy Miller MBE)

We wish Sammy our best wishes to enjoy his special day at New Milton.

Feature

Brand X ?

September 7, 2024 bigjohn2014 Leave a comment

Words: Rick Land

Photos: Various Photographers, see captions.

Rick Land with one of his ‘Brand X’ Yamahas at the 2024 Quarry Cup Two-Day Trial, proudly displays his Trials Guru VIP cap and decals.

Why am I writing this story? – Let me tell you what happened!

The Trials Guru asked me what is Brand X? How to answer that? It’s simple, yet complicated.

So here you go…

I was recently greatly honored to have been the recipient of one of the Trials Guru VIP caps and decals from John Moffat at Trials Guru. I had also received some decals from another guy, Bernie Schreiber, so I thought I would dress up the nameplates on the front of my bikes with these new graphics.

Rick Land shows his Trials Guru VIp cap and decal along with Bernie Schreiber’s decal.

Upon completing the project, I sent a picture to both John and Bernie to thank them, and also so they could see what I had done with the decals they had shared with me. I really didn’t think much more about it, but something caught John’s interest when he saw the name on the plate, ‘Brand X’. He sent me a message inquiring who or what is Brand X? When I told him he said it sounds like there’s a story there, and wanted to know if I’d share it? So I thought sure, why not? I’d be happy to.

I had explained to John that I’m ‘Brand X’, it’s a nickname given to me by some friends long ago in the sport. As I started typing this, I realized that Brand X is much more to me than just a nickname, a graphic, or a motorcycle. To me, it’s something special that takes me and hopefully others that were around northeast Kansas and northwest Missouri during the years of 1974-76, back to a special time of Observed Trials in the USA when we witnessed participation in the sport like we haven’t seen since.

How to start all this? I suppose a little information about me is in order. My name is Rick Land, and I’ve been around the trials scene here in the USA for fifty years now. I started riding in 1969 at age 9 on a little 65cc street bike. When I was around twelve or thirteen, my Dad purchased a Yamaha 125 enduro for me, and that got me started in off road riding. Sometime the next year my Dad and I went to watch a local trials event, out of curiosity, just to see what Observed Trials involved? After watching the event, there was no doubt I had caught trials fever, and shortly thereafter the Yamaha was traded in for a Honda TL125. I bet there’s a few of you out there that have cut their trials teeth on a TL125, isn’t there?

I spent every day of the summer of ‘74 riding the Honda in my backyard or in a wooded lot about a half mile from our house. One day, to my surprise, I encountered a couple of other kids in those woods, and they also had trials motorcycles. One had a TL125, the other a Montesa Cota 247. But the best part was that besides finally having someone to ride with in the woods, they both could drive, and one had a three rail motorcycle trailer; which meant I could go along with them to practice at the rock quarry where the local trials club held monthly events.

During this time the little Honda served its purpose and was a great bike to learn on. That September my buddies asked me if I wanted to go to a two day trials event in Kansas City? The event was the First Annual Quarry Cup Trials, hosted by the Mid America Trials Team or M.A.T.T. This event has now become the longest consecutive running two day Trials event in North America. It was my very first Novice Class ride; back then we only had three classes, Novice, Amature and Expert. This inaugural event was won by the National Champion at the time, Lane Leavitt. I watched him and the other top riders that weekend, and it inspired me to improve. I kept riding Novice though the rest of the year, and my skills were improving but my Dad was seeing something that I wasn’t; the Honda was already holding me back, I was improving that quickly.

In early 1975, February I believe, we were getting ready to go to a trials but my Dad had a surprise for me. I wouldn’t be riding the Honda at this event; he had brought home a brand new Yamaha TY250 from the dealer, for me to ride in the event. Here’s the hook, I wasn’t sponsored and no, he hadn’t purchased the bike, and no it wasn’t stolen either. My Dad had purchased a few bikes from this dealer over the years, and had a good relationship with them; and he had noticed the TY had been on the showroom floor for quite some time. The TY was a new Trials bike designed by Mick Andrews, and just released by Yamaha but everyone at that time, that knew anything about trials, knew the Spanish bikes were the bikes to have for trials, so the Yamaha sat, as it seemed nobody was interested in it.

I still to this day have no idea what my Dad told the dealer or how he convinced them, to let his kid ride a brand new bike, in an off road event but he did. My Dad also stressed to me not to scratch it because it wasn’t ours, sure no problem!

We arrived at the event, I was anxious to sign in and ride the new bike. I had plans now that my Dad didn’t know about. When I signed in I moved up a class to Amateur, why not right? Even though I had never won the Novice class, my thinking was that with this new better bike I could compete in Amateur with no problem. My Dad had his doubts but agreed to let me ride the higher class. Those doubts were quickly erased at the end of the day when the scores were tallied. My first ride in the Amateur class, on a bike I had never ridden before, I had won by over 20 points. Hmmm, lucky kid is what everyone was thinking I’m sure. How could this be? The next day, we washed the bike, cleaned it up, and back to the Yamaha dealer’s showroom it went, along with my first place trophy – they wanted to display in the window by the TY.

This went on for a couple of months, pick up the TY on Friday, ride the trials on Sunday, clean it and back to the dealer on Monday with the trophy. Out of probably eight rides total in Amateur, I won every event except two I believe, all on the stock TY.

Rick Land on the TY250 Yamaha – Photo: Land Family Archive.

Now we’re in the summer of 1975, it’s only been a year since I witnessed my first trials event. My Dad had now purchased the TY250 for me, the TY and I were meant for each other; it fit me well and enhanced my riding style. I learned how to use its faster revving motor, tighter turning radius and its penchant for one of my favorite techniques, the floating turn. About this time, I was approached by the two top riders in the area, both of whom I watched riding the expert class at that first Quarry Cup the previous year. They told me I should move up and ride Expert with them, they had talked it over and they thought I was ready for the move. I had serious doubts about their judgment, remember I had only been in trials for not quite a year, and had only been on the Yamaha for maybe six months. But I thought what the heck? I did it, moved up to Expert, the top class at the time, all within a year of starting to ride trials.

These two guys were the top riders in the club that hosts the Quarry Cup 2 Day Trials, the Mid America Trials Team, or MATT for short. A little background on these two characters, one of the riders was John Miller, everyone called him JB. He is the founder of the MATT club. The other guy was Dale Malasek, he is the guy that did the Action Videos of World championship Trials Rounds back in the 80s and 90s, and later became the GasGas importer for Trials motorcycles for a couple of decades here in the USA.

Dale and JB became my riding partners, and we spent many weekends in the Expert, and later on in the Master Class riding together in every trial we could get to around this part of the country. It was a blast and I learned a lot from both of them. Dale was the one that took me to my first National Trials Competition in Colorado in 1975. The Mid America Trials Team became my home club back in the 70s, I spent so much time with them they became like family; even though I was from Topeka Kansas they always, and still do welcome me with open arms. They were and are quite the group of people, they were always doing something innovative with the sport. But they also had another fun little thing going; almost everyone seemed to have a nickname of some sorts. Everyone knew each other by these names, the scorecards had the names on them, and even the scoreboard had the nicknames on it. Everyone knew who was who by their nickname.

Dale was known as the ‘Rubber Duck’ or just ‘Ducky’ back then, and JB – never one to be out done, he had quite the nickname that showed up on the scoreboard one day, ‘Wil E. Everdab’! And no he didn’t dab very often, so it was a fitting name! But one day, and I can’t remember the exact specifics, if someone called me this, or if it just showed up on the scoreboard, I was now called ‘Brand X’.

‘Ducky’ – Dale Malasek on his Bultaco, watched by ‘Wild Bill Milliken’

It was JB that gave me this name, and when I asked why or what it meant they said it was because I rode a ‘Brand X’ or a generic motorcycle, in other words my Yamaha. You see at that time; I was the only top rider in this part of the country on a Japanese manufactured Trials motorcycle. Most were on Bultacos, a few others on Ossa and Montesa, but no Yamahas. The Yamaha really stood out among all the Spanish bikes so the name stuck, and I was proud of it. It was even printed in articles in the trials paper of the time here in the USA called The Plonkers Press.

‘Wil E. Everdab’ or if you prefer John B. Miller

That was the beginning of Brand X, but I will say that no real disrespect was meant, it was all in the name of good fun and camaraderie. Just for fun, while typing this, I actually looked up to see if there was a definition of Brand X? What I found is funny, and I’m sure it’s what JB and Dale meant when comparing my Yamaha to their Bultacos. Here’s what popped up with the search: “A competing brand or product not referred to by name but implied to be of inferior quality.” I love it, yep that was my Yamaha back then, but many superior Bultacos would fall prey to the inferior ‘Brand X’ Yamaha.

Rick Land styling it on a 348 Montesa Cota – Photo: Land Family Archive.

From 1976 through 1977 my Dad took me to some National Trials events. Riding with the caliber of riders that were present at those events helped me improve. In 1977 I finished in the top ten in the Championship class at the final round in Colorado. I’m still very proud of that finish, as at that time I had only been riding trials for a little over three years.

Not Debbie Evans, this is ‘Brand X’ on the TY250 Yamaha. (Photo: Land Family Archive)

I didn’t compete in another National event for seven years. Then in 1985 I was able to attend some of the events, and within a few years, I had managed to achieve another top ten event finish in the Championship Class. Trials had changed, and events were much different from when I had last competed at the National level during the 70s. From the 70s though the 2000s I competed in many Local, State, and Regional events, as well as winning two Class National Championships in the 2000s.

Lets fast forward now from 1976 to 2013. My son had purchased a very well used 1974 TY250 at a yard sale. After having it for a while he decided it should be with Dad, since I had ridden one back in my younger days, I was thrilled to receive the TY. The thought of getting to experience riding a TY again lit a fire in me. I had been reading about how the vintage trials events were taking off across the pond, and now having a vintage bike I was even more inspired to get the TY running again.

I wanted to get going with the project. I tore the TY down, and went through it bringing everything back up to standards. I did some basic modifications I read about to update the old bike a little, like changing the footpeg position, and updating the rear shocks. Other than that the bike was basically in stock form right down to the paint job that I did myself. While prepping the tank for paint, I came up with the idea to bring back the ‘Brand X’ name. I had some Brand X graphics made, and I put one on top of the tank and sealed it with clear coat…Brand X was back.

Photo: Rick Land

As I began riding and competing on the TY, I started thinking about things I could do to improve the performance. I contacted my very good friend Jon Stoodley and asked for his assistance in this area. Jon is a tuning Guru, check out his Gearhead Alerts on the Trials Guru website and facebook.

Jon Stoodley with Kirk Mayfield display their Trials Guru VIP caps in Oklahoma, USA. (Photo: Kirk Mayfield)

Jon instructed me to do some basic measurements in the motor, and send the cylinder, head, piston, and intake to him; and he would work it over for me. When I received everything back from Jon, and after careful studying of the work done, I assembled the motor. The reason I was looking over Jon’s work with the motor was so I could try and understand what had been done, and why the work had the effect it did on how the motor now ran?

Rick Land and Jon Stoodley in the ‘JSE Headquarters’ at Muskogee.

I bombarded Jon with questions about what was done and why. As Jon found out, I’m a very curious person about all things mechanical. This all kicked off what has been a great friendship between Jon and I with lots of whys, how comes and what ifs through the years. Jon even sent me literally boxes of books covering everything from basic engine function, to advanced motor modification, carburetion, frame building, design and modification. I read them all and had even more questions…good thing Jon enjoys teaching!

Jon Stoodley talking trials with Mick Andrews when he was last in Oklahoma – Photo: JSE Trials, Muskogee

As I was now fully committed to all things vintage in trials and with Jon’s careful tutoring, the A Model TY started progressing getting better and better. I then began to watch for what had been my second TY250, the dark Blue 1976 model, and in 2015 I hit the jackpot! I found one for sale in Denver Colorado, the gentleman that had it was only the second owner and the bike was original. We met halfway between Denver and Wichita in western Kansas and the deal was made, I had my second Brand X Yamaha!

The second TY was quickly brought up to speed to match the work that had been done on the first bike. I enjoyed riding both bikes in local events, but as we all know in the vintage world there’s always that desire for something better, I always wanted a Yamaha Majesty! Who doesn’t right? Try and find one of those for sale in the USA! Only one option, build my own.

Around 2017 after many long hours of research on everything I could find, Majesty related, that may give me a clue as to what was done to transform a regular TY, into a Majesty. I felt I had a fair understanding of what frame modifications had to be done. So I set off into building a frame jig to hold everything in alignment, and go about the work of cutting the frame apart, and putting it back together again all the while maintaining proper alignment of the frame. But before cutting apart one of my precious TY’s frames, I purchased a frame off eBay as the victim of my wild idea. After completing the Majesty modifications to the extra frame, it was time to take a bike apart, and transfer everything to the experimental frame, the Yellow bike was chosen.

Upon assembling everything in the experimental frame it was time for a test ride. The difference was quite noticeable, and the bike handled phenomenally! I liked it! Now I have no way to know exactly what was done to the first generation Majesty frames but from my research, and what I felt while riding the bike, I had to be very close! The Yellow Bikes frame was now modified to my new specifications, and the first of what I now call the ‘JSE Brand X Majesty’ was born. I included Jon Stoodley’s ‘JSE’ logo which stands for Jon Stoodley Engineering which I thought was fitting as he was instrumental in helping with the engine work, and also in answering my endless barrage of questions. After completing the Yellow TY, the Blue 76 model was to follow closely behind, with the same modifications.

I stamped the ‘74 frame Brand X 01, and the ‘76 frame is stamped Brand X 02. After completing the frame work, the Yellow ‘74 went through one more change. I always wanted a bike with the factory Yellow frame and a tank with the black speed block pattern, reminiscent of the factory racing Yamahas of the 1970s.

The ‘74 was once again stripped down, frame and tank painted, with the speed block pattern on the tank, no decal. The Blue ‘76 retains the original paint scheme as it was my favorite of all the twinshock TY’s. The Brand X Majestys continue to evolve, although at a much slower pace now than in the beginning. There’s very little that’s been untouched as I continue to experiment and try different ideas. They are true one off special bikes, even if they don’t appear so. I wish I would have had them back in the 70s, wouldn’t that have been grand?

Jon Stoodley / JSE Trials

Jon Stoodley, while a man of many talents and skills in all things mechanical has one other great talent, he’s an artist. Jon has gifted me with copies of some of his pen and ink drawings which are very good.

Jon Stooley created the Brand X logo for use on Rick Land’s transporter. (Photo: Rick Land/Bill Milliken)

When I purchased a trailer to haul my special Brand X bikes, I thought – I need something ‘Brand X’ on the side of the trailer. Back in 1975 I helped do a trials demonstration with the MATT club over in Kansas City Missouri, it was called Yamaha Dirt Days, hosted by Yamaha and naturally featuring their bikes. A member of the MATT club ’Wild Bill Milliken’ (there’s a nickname again) was there taking photos of us, and took one of me doing a big floater turn. Jon was able to do an outstanding pen and ink drawing of that picture, the graphic company was then able to transfer that into their program and the Brand X logo was formed. That drawing is now what is on my trailer.

The ‘Brand X’ trailer complete with graphics designed by Jon Stoodley. (Photo: Rick Land)

So, now you see how Brand X has evolved through the years – from a teenage kid back in the mid 70s, to a tank decal, a trailer graphic, to very special vintage bikes, and to now – let’s just say a sixty-plus year old guy – on his old bikes. To me, ‘Brand X’ is much more than all those things; I hope Brand X is a representation of what observed trials was like back in the 1970s, and that era of the sport. And for the folks that were around when The Ducky, Wil E. Everdab and Brand X, battled weekly for top bragging rights, and be a reminder to people of those special times back in the heyday of trials during the 1970s. I hope that seeing the trailer, the bikes or hearing the name, brings back great memories of trials long ago.

Since entering the Vintage world of trials eleven years ago, I’ve strived to promote the vintage side of the sport. Something I’ve had the pleasure of doing was hosting some local vintage trials events to try and share with other riders what the experience of trials was like back in the 70s. Seeing the smiles on the faces of those riders at my vintage events, as they worked their way through some vintage Brand X sections is a memory I will treasure for my lifetime – That Ladies and Gentlemen is ‘Brand X’!

TRIALS GURU: Many thanks to Rick Land in the USA for putting together this very interesting article. Rick is the father of Dustin Land and grandfather of USA Vertigo rider, Ryon Land and his older brother Dalton. Jon Stoodley refers to the Lands as the “Lampkin family of the Mid West”!

Ryon Land samples Rick Land’s Yamaha TY250R (Photo: Rick Land)

Copyright: Trials Guru and Rick Land – 2024

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 any 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 and below. All articles are not published for any monetary reward or monetisation, be that online or in print.

Gloves Off - With Bernie Schreiber

Coming Soon! – Gloves Off

September 5, 2024 bigjohn2014 Leave a comment

Former World Champion, SSDT winner and American Champion, Bernie Schreiber shares his opinions with Trials Guru about the sport’s rules and regulations in the next ‘Gloves Off’ feature. Schreiber competed himself in local, national and international Trials during his professional career. He also worked with Swiss watch brands Tissot and Omega for decades within their role as Official Timekeepers for many sports including MotoGP and the Olympic Games.

Schreiber spent over a decade in World Championship Trials competition and he knows first hand that rules and regulations aren’t just part of sport, they are the sport. We had the opportunity to explore his opinions about sports regulations, Trials today and his observations going forward, as he looks back on the sport’s history and heritage.

Exclusively on Trials Guru: ARTICLE HERE

Trials Guru Info

Off Road Archive – SSDT Archive

August 30, 2024 bigjohn2014 1 Comment

Announcement: OffRoad Archive, SSDT Archive.

The 1933 Scottish Six Days Trial – Photo courtesy: OffRoad Archive

It is with pleasure that we announce that an agreement has been reached between Mr. Deryk Wylde of Off Road Archive and John Moffat of Trials Guru website, that will allow accessibility and continuity for the information collected by Deryk over the years on the Scottish Six Days Trial. This will eventually be entrusted to the Trials Guru website so that generations of trials enthusiasts may continue to enjoy seeing the information, completely free of charge.

John N. Clarkson from Skirling, Biggar, seen here on his Matchless on Devil’s Staircase in the 1953 SSDT – Photo: Ray Biddle, Birmingham

John Moffat said: “I have known Deryk Wylde since the 1990s when I wrote some Scottish based articles for his magazine, Off Road Review. I then wrote the book ‘Scotland’s Rich Mixture – Motor Cycle Sport in Scotland 1945-1975’, which Deryk published under Nostalgia Publications in 2005. It is primarily a custodianship exercise as Deryk is now well into his eighties, and we are all faced with mortality at some stage. It was only proper that contingencies be made, so that the material is freely available and when the time is right, the passing on of the baton. Other aspects of Deryk’s work will be similarly attended to. Deryk Wylde has amassed a massive collection of SSDT information over the years and it is important that this is preserved and made available in accordance with Deryk’s wishes.”

We will announce when material has been transferred and how it will be displayed so that readers can access it.

As has been said previously, Trials Guru is a free to use facility and is not for profit and never will be.

Trials Guru believes that the best way to record the history of the sport is by a dedicated free facility, worldwide.

Feature

European Trial Museum

August 27, 2024 bigjohn2014 2 Comments

Words: Trials Guru/John Moffat; Hartwig Kamarad

Photos: Trial Museum, Ohlsdorf; Eric Kitchen; Malcolm Carling/Nick Haskell; Reiner Heise; Iain Lawrie & Trials Guru.

Hartwig Kamarad checks over the neat lines of historic machines in the Trial Museum (Photo: Trials Guru/Moffat)

In August 2024, Trials Guru’s John Moffat was holidaying in Austria and had arranged to visit the 1. Europäisches Motorrad Trial Museum at Ohlsdorf 75kms North East from Salzburg in the Gmunden area of Upper Austria. This is very much KTM territory as the factory was situated at nearby Mattighofen and at Mondsee, this was the base of the famous gear specialist, Michael Schafleitner who made gear clusters for many racing machines in the 1960s and 70s and was a local supplier to KTM before he retired.

The museum was the brain-child of curator and trials super-fan, Hartwig Kamarad who rode trials from the 1960s until the 1980s before taking up car racing with a March, Porsche and BMW.

Hartwig Kamarad on a Jawa rides ‘Pipeline’ in the 2010 Pre65 Scottish Trial.

The museum is not easy to find without the benefit of a GPS system as it is tucked away up a small, narrow one-way street and from the outside looks like a house and garage, but behind it becomes clear that there is much more to this residential set-up.

Hartwig Kamarad is well known in the Austrian trial scene, having been a rider, promoter and organiser for many years. He is a good friend of Joe Wallmann whom he shared travel arrangements with when Joe rode Bultaco for Horst Leitner, the Bultaco importer for Austria and Germany.

Horst Leitner, former Bultaco importer, Germany and Austria.

In 1970, Hartwig Kamarad, was approached by Motor Sport Club Rutzenmoos, the most successful motorsport club in Austria at that time, with a package deal. The MSC Rutzenmoos tasked Kamarad with forming a trials team, with Castrol Austria providing start-up assistance and also financed the purchase of a Ford FK 1000 transport bus for Joe Wallmann and Hartwig. Autoladen Vöcklabruck paid for insurance and taxes and took care of tyres and spare parts. This enabled Wallmann and Kamarad finance the expensive trips to international trials in Italy, France, Finland, Sweden, the three remaining seats in the bus were made available to other Austrian competitors and could thus travel cheaply all over Europe. Castrol was to become a major sponsor in the Austrian trials scene for many years.

1976 TT Leathers International ‘Superstars’ Trial at Pately Bridge, England – Austrian champion, Joe Wallmann on the 325 Bultaco – Photo: Malcolm Carling/Nick Haskell

Austria has produced many fine trials riders, some rode on the International stage and included Franz Wolfgang Trummer; Joe Wallmann; Walther Luft; Walther Wolf; Gottfried Engstler; Huberl Erbler; Max Hengl to name but a few.

Walther Luft, a multiple Austrial National Trials champion on the prototype KTM in the Scottish Six Days Trial in 1976 – Photo: Rainer Heise

Luft was himself a multiple Austrial Trials Champion, as was Wallman, with Luft being factory supported by Steyr-Dailmer Puch, Graz from 1970 until 1975 when Luft made the decision to ride for KTM who were developing a trials machine. Luft was paired with former Montesa rider, Felix Krahnstover of Celle, Germany.

Museum:

We are greeted by our host, Hartwig Kamarad who is dressed in a black tee-shirt, chinos and sandals as this is mid-summer in Austria and the temperatures have been in the high twenties and although an over-cast day, it is still rather warm. We are made welcome and feel at ease with the relaxed meeting. He knew we were coming, as arrangements were made prior to the trip and he has not only arranged to show us the museum, but also to partake of some lunch, ‘mittagessen’ at a local inn just a mile or two up the road, when we can also visit the Trialgarten Ohlsdorf ‘Trial Garden’. More on this later.

Mick Andrews, the 1971/72 European Trials Champion visited the museum some years ago (Photo: Trial Museum Archiv)

The museum is quite small in comparison to other motorcycle museums, but it is packed with interesting machines, memorabilia and exhibits from trials acros the globe. Dead centre is a Fantic 200 (Alpen Scooter) which is a trials machine converted to a tracked rear drive for use on ski-slopes. There were several of these made, some based on Bultaco Sherpa chassis with chain driven tracks.

Yrjo Vesterinen tries a 340 Bultaco Sherpa based ‘Alpen Scooter’ around 1984.

As you approach the museum door, you spot a blue mark inscribed with a felt-tipped pen on the white entrance door with a date in 2015, this was a record of the height of the mud and water that swept down on the museum building from a maize field immediately behind, causing devastation within the museum itself. Fortunately the exhits were all saved but the dampness affected the paper based exhibits. There is now an earth embankment behind the museum, being an attempt to stem any further water and mud run off which could occur in the future.

The front window declares that you are at Europe’s first Motorcycle Trial Museum and there are some exhibits in the window. The interior is not lush, it is deliberately spartan so that the exhibits are totally visible and your eye is not drawn away by expensive decor. It’s all about the bikes and memorabilia of which there is plenty to look at and occupy your time all afternoon.

KTM:

KTM T325 from 1978, chassis number 4. Photo: Trials Guru

The eye is drawn first to a very rare machine just inside the doorway. It is a 1978 KTM T325, one of four machines built at Mattighofen by the Trials Department. The trials program created 250 and 325cc versions and was with the blessing of Hans Trunkenpolz, whose father was the ‘T’ of KTM which stands for ‘Kronreif und Trunkenpolz Mattighofen’. In charge of the engineering for the trials project was Heinrich Weiditz at the KTM factory.

Taken from the museum’s history book, Walther Luft on the 325cc KTM in CSSR in 1977.

The bike on display is number 4 and was the personal machine of Trunkenpolz which has been gifted to the museum. The trials project was eventually abandoned in 1978, as KTM decided to concentrate on their enduro and motocross effort, the trials market already saturated by Spanish, Italian and Japanese built machines. After KTM pulled out of trials, Luft continued to ride and further develop his Puch and Krahnstover returned to Montesa and went on to edit the German magazine, Trialsport. Other examples of these KTM prototype machines exist in Italy. KTM T325 number 4 is probably the most prize exhibit of the museum, given it’s local connections and being an Austrian built machine.

Description of the T325 KTM – Photo: Trials Guru/Moffat

Hartwig explains all the technical points of the KTM, it has magnesium crankcases, six-speed transmission, Bing carburettor, Marzocchi forks and has a unusual bolted-on weight on the offside front fork leg, just above the spindle housing!

The 1978 KTM T325, notice the bolted on special weight on the right fork leg – (Photo: Trials Guru/Moffat)

Wather Luft has looked at this feature and cannot imagine why it was fitted, however Yrjo Vesterinen had a similar attachment on his 1984 Bultaco to add a little weight to keep the front end down under accelaration up steep sections.

Walther Luft in 1976 on the 250cc KTM on Callart Falls in the Scottish Six Days Trial – Photo: Eric Kitchen.

Presentation:

The machines in the museum have not been messed about with or restored to concours condition, they are exactly as purchased by or entrusted to the museum. This is true ‘patina’ and many prefer this state of presentation.

The 200 Fantic Alpen Scooter with rear tracks and front ski for snow operations. Photo: Trials Guru/Moffat

Probably the most unusual trial exhibit is the quirky trials-half-track, Fantic Alpen Scooter 200 as used in the Italian Tyrol on ski-slopes.

Hartwig Kamarad on the Fantic Alpen 200 (Photo: Trial Museum Archiv)

The front wheel is removed and fitted by a nose ski and the drive is modified to turn a set of tracks for the snow. These machines were popular in the 1970s and 1980s. There has been Fantic and Bultaco powered variants.

In the furthest away corner, almost out of sight are these ‘Bultaco’ skis made by Atomic – Photo: Trials Guru/Moffat

Still on the snow subject, sitting in a corner is a pair of skis, made by Austrian ski manufacturer, Atomic. But these don’t carry the usual Atomic logo but that of Spanish motorcycle manufacturer, Bultaco! This was done as a venture by Horst Leitner of Bruck an der Mur, the Bultaco importer and involved an association with Franz Klammer ‘The Kaiser’ the Austrian 1976 Olympic ski champion and Alpine ski racer. Not many of these Bultaco skis were made and very much a special order.

Exhibits:

Period trials riding clothing, topped with the famous crash helmet of Joe Wallmann from the 1970s (Photo: Trials Guru/Moffat)

The museum is dotted with interesting exhibits and artifacts and takes quite some time to take them all in. There are old trial posters from events gone by, the sort of thing that would usually adorn a ‘Man Cave’ if you could find them for sale. One such poster was from a National trial at St Koloman in Austria in August 1977, which was sponsored by Afri Cola which is a cola soft drink produced in Germany. The trademark Afri–Cola was registered in 1931 by the company F. Blumhoffer Nachfolger GmbH. The printer has used an image of the then World Champion Yrjo Vesterinen.

The 1977 trial poster one of which is on display at the Trial Museum in Ohlsdorf and another is in Yrjo Vesterinen’s private collection in England. (Photo: Trials Guru/Moffat)

John Moffat takes up the story of this poster: “When my parents house was sold, there were two posters I had on the garage wall, these were obtained when on holiday in Austria in 1977. I contacted my friend Yrjo Vesterinen and he hadn’t seen these, so because I had two, I sent him one which is now in his own private collection”.

More artifacts emerge from a variety of sources, but up in the eaves is fixed a yellow tee-shirt.

Moffat: “I recognised the logo straight away, it was the same as a large sticker that I had seen on the back door of Joe Wallmann’s van in 1976 when attending the ISDT at Zeltweg. It was a bulldog giving the thumbs up with the slogan ‘Bultaco Bull’. I haven’t seen this since in 48 years”.

Having taken in only part of the exhibits, Hartwig says that it is time for lunch, so we drive to a local inn which is serving a special lunch only a few kilometers away in his VW T5 Kombi-van. We indulge in a nice lunch and then on the way back to the museum we call in at the Trialgarten Ohlsdorf, a training facility with man-made sections for local riders to practice and train for trials. The sections are varied and have a good following with a photo-montage on display with riders aged from 6 to 86! This again was developed by Hartwig and proves a popular attraction with small trials being held there regularly. The local council are 100% behind the venture and local firms sponsor events and prizes.

The hall of fame at the Trialgarten Ohlsdorf, Austria (Photo: Trials Guru/Moffat)

Hartwig Kamarad is proud of the Trialgarten development at Ohlsdorf (Photo: Trials Guru/Moffat)

The bikes on display are many and varied, with some quite rare machines, which include: Kawasaki KT250 (the model developed by Don Smith); Honda TL250; Wassell Antelope; Zundapp 250; Greeves Pathfinder; Puch Yeti and probably the only 1962 Greeves 250 TES in Austria which was obtained from Peter Remington of Kendal, England. A machine that Hartwig travelled to collect in person some years ago.

Puch Yeti:

Austrian motorcycle manufacturer, Puch were based in Graz.

On display is the bright yellow, Puch Yeti 300 (277cc) with the Austrian built Rotax engine and beside it, a photo of Spanish rider Francisco Paya on board. Paya helped develop the first 348 engined Montesa back in 1975. The Puch was discovered in a pretty poor state and had to be rebuilt. When complete it was finished in yellow with red detail, similar to the prototype used by Francisco Paya.

Franz Wolfgang Trummer on his factory prototype Puch Yeti 300 on ‘Blackwater’ in the 1978 Scottish Six Days Trial (Photo: Iain Lawrie)

Photo-album:

Hartwig is keen to show us his own photograph album which has many unpublished photographs from Austrian and International trials and results. It is great to look back on such photographs which record the history of trials in Austria. Hartwig’s wife, Heidi comes in with some coffee and cake, made that morning which was very nice indeed.

The visitor book at the museum – Photo: Trials Guru/Moffat

If you are in the Salzburg area at any time, why not take a visit to the Trial Museum at Ohlsdorf? The admission fee is very reasonable and you get to meet Hartwig Kamarad, who is now the proud owner of a Trials Guru VIP cap! And remember to sign the ‘Gaste-buch’.

Hartwig Kamarad is a Trials Guru VIP! Here is Hartwig with his cap and the booklet which details the history of trial, available from the museum at Ohlsdorf. (Photo: Trials Guru/Moffat)

The Trials Guru VIP cap is now on permanent display in the museum, shown here by ‘Hans’ the museum controller! (Photo: Hartwig Kamarad)

1st Europäisches Mottorrad – Trial Museum, Weinbergstraße 66, 4694 Weinberg, Ohlsdorf, Austria.

Follow the Europäisches Trial-Museum on facebook: HERE

European Trial Museum article is the copyright of Trials Guru.

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.

Obituaries

Robert ‘Bob’ Ashenhurst 1937-2024

August 26, 2024 bigjohn2014 Leave a comment

It is with sadness that we intimate the passing of Scottish trials and scrambles rider, Robert ‘Bob’ Ashenhurst.

Bob was a well known rider in the late 1950s and through the 1960s who rode a variety of machines which included BSA Gold Star, Greeves in scrambles and an Ariel HT5 in trials. The Ariel was registered NWS405 and had belonged to multiple Scottish scrambles champion, George Hodge from Abington when new and ridden by Hodge in the 1955 SSDT.

Bob’s first scrambles event was at Crichton Castle, Gorebridge in the late 1950s.

Scottish scrambling in the 1960s with 297 Jimmy Stuart; 11 George Hodge and 22 Ernie Page. All these riders raced with Bob Ashenhurst over a number of years.

Ashenhurst was a member of the Edinburgh Southern MC which ran many scrambles and trials events in Scotland. Bob usually wore his ‘Southern’ crash helmet which was a mid blue colour with white wings, many riders of the club used these helmets in the early to mid 1960s.

One of Bob’s contemporaries was double British Motocross Champion, Vic Allan seen here on his factory Greeves in 1970 – Photo: Justyn Norek

Ashenhurst’s scrambling contemporaries were: The Sandercombe brothers, Cliff and Robin; Ernie Page; Melville Hume; the Allan brothers, Jim, Robbie and Vic; George Hodge; Jimmy Stuart; Jackie Campbell; Johnny Davies; Bert Jamieson; Willie Edwards; Bob Eyers; George and Iain Shearer, to name but a few.

Jimmy Stuart was just one of the Scottish scrambles riders who raced and knew Bob Ashenhurst, seen here at Brighton in 1973 on his CCM.

Bob worked for many years at Edinburgh Airport, known then as ‘Turnhouse’ and also had a small holding croft at Mannerston, near Linlithgow. His local track was ‘Hillhouse’ just outside the town of Linlithgow in West Lothian.

The Edinburgh Southern MC, the club which Bob Ashenhurst raced under and had his competition licence through his racing career.

For many years, Bob was usually accompanied by his younger sister, June who acted as his ‘mechanic’ at scrambles across Scotland. June married John Malcolm who rode in trials and scrambles with the Lanarkshire MCC and had two trials riding sons, Graham and Sandy, both encouraged at a very early age to take up trials. In later years, Bob would be seen at the SSDT and the Pre65 Scottish trials spectating, maintaining a close interest in the sport long after he stopped competing himself. He was also a guiding influence when his nephew Graham’s son took up motocross and Graham took up Supermoto.

Bob took part in the 2021 T. Arnott Moffat Memorial road run at Inverness on his Honda WR400, having known SACU Secretary, Arnott Moffat all his racing career.

Bob Ashenhurst on his 500cc Ariel HT5 – NWS405 taken around 1960

Bob Ashenhurst died on Friday, 23rd August 2024, aged 87 years and was a life-long motorcycle enthusiast who competed against the best in Scotland and occasionally beat them all. Some of the riders called him ‘Bert’, but he was universally liked and more to the point highly respected as a competitive motorcyclist by all who knew him.

Bob Ashenhurst’s funeral will take place on Wednesday, 11th September at Falkirk Crematorium at 10.45am.

Obituaries

Gordon L. Jackson 1931-2024

July 8, 2024 bigjohn2014 4 Comments

Gordon L. Jackson, the AJS factory rider who won the 1961 Scottish Six Days Trial on one solitary mark, has died aged 92 years of age, on Sunday 7th July 2024.

Gordon had endured a period of bad health and passed away in the South Charente area of France, where he had lived for many years.

Gordon Jackson. 347cc AJS – Newcastle Motor Club, Allan trial, Alston. 1953 – Photo courtesy of Tommy Reynolds, Ashington

A ‘Kentish Man’, born on the north side of the River Medway, he was a farmer by profession and became a full factory AJS supported rider in 1953.

He won the SSDT four times (1956, 58, 60 & 61) and the ACU British Trials Star twice, in 1955 and 1958, the equivalent of the British Trials Championship.

When Jackson won the 1961 SSDT on 187BLF, Bert Thorn of Comerfords, Thames Ditton, immediately ordered 100 replicas of Jackson’s AJS, a factory order that remained unfulfilled, much to the disappointment of Gordon and AJS customers.

Gordon lost his single dab in 1961 on the top sub-section of Grey Mare’s Ridge, in more recent years the section became known as ‘Jacksons’ in his honour. Mortons Media own the image taken by Peter Howdle which is one of the most famous trials photographs in the history of the sport.

Gordon presenting trophies at John Luckett’s trial in Devon.

His wife Peggy pre-deceased him some years ago, Gordon leaves two sons, Drew and Ross and grandchildren, Lynn and Catherine. He was highly respected by his peers which included, Sammy Miller; Roy Peplow; Johnny Brittain; Gordon Blakeway; Gordon McLaughlan; Peter Fletcher; Geoff Ward; John Giles and Jeff Smith, to name but a few.

In his days with AJS, Gordon also competing in scrambles both in Britain and in France, as well as representing Britain at the International Six Days Trial.

Gordon Jackson with his famous AJS 187BLF on which he won the 1961 SSDT on one solitary mark! (Photo: Trials Guru)

Gordon Jackson on his factory AJS (TLP686) on Kinlochrannoch in the 1957 Scottish Six Days Trial.

John Moffat of Trials Guru said: ” I feel that this is the end of an era, Gordon Jackson was one of my heroes and was truly a legend in the history of motorcycle trials. G.L. Jackson excelled at motorcycle trials and when he retired from the sport, he took up car trialing and became British Champion in that sport also. I got to know Gordon in the late 1990s and we used to speak to each other by telephone over the years. I spoke very little during our chats, as he was such a wealth of knowledge, I enjoyed listening to him. I was truly saddened when I took the phone call from Drew Jackson to inform me of his father’s passing this morning. Gordon Jackson was a gentleman and a highly respected one at that.”

SSDT Centenary 2011 – Two of the most famous trials machines, of all time – 187BLF (350 AJS) which won the 1961 SSDT ridden by Gordon Jackson losing only one mark. GOV132 (500 Ariel) Sammy Miller’s famous machine that won the SSDT (1962 & 1964) – Photo: Iain Lawrie, Kinlochleven

Gordon Jackson’s famous AJS (187BLF) now fully restored is displayed in Sammy Miller’s museum at New Milton.

Five giants of off-road motorcycle sport: Left to right – Jeff Smith OBE; Peter Fletcher; Gordon Jackson; Alan ‘Sid’ Lampkin & Arthur ‘Ping’ Lampkin – Photo courtesy of Colin Bullock/CJB Photographic

Gordon Leonard Jackson 28 December 1931 – 7 July 2024

Tributes to Gordon Jackson:

Nick Jefferies: “Very sad news. You couldn’t wish to meet a more decent bloke. One of the true greats of motorcycling.”

Tony Davis: “Very sad news indeed. I had the pleasure of riding around the SSDT when he famously lost just one dab, what a brilliant ride that was. The sport has lost another great ambassador.”

Bernie Schreiber: “Trials Legend. R.I.P.”

Jeff Smith: “Very sorry to hear this. Gordon was a great rider and a gentleman.we had wonderful battles In 1950s .Rest In Peace old friend. See you soon!”

George Greenland: “So sorry to hear about Gordon he was a very pleasant and friendly person.”

Gordon McLaughlan: “Sorry to see my old team mate passing, he was a colossus in our time together. We will not forget his riding style.”

Tommy Sandham: “An all time great. He wrote a Foreword to my first book about the SSDT and made me feel like a millionaire! Condolences to the family.”

Freddie Mayes: “Very sad news! R.I.P Gordon.”