The annual Highland Classic Two-Day Trial for 2016 will be held on 11/12 June and will pay homage to Yamscot, the competition part of Shirlaws Motorcycles, Aberdeen back in the 1970’s.
The brainchild of the late managing director, Leslie Shirlaw, it was created to promote Yamaha off-road and racing in Scotland. At the time Shirlaws were a Yamaha dealer, nowadays they are main Kawasaki dealers.
It is hoped that a glittering display of Yamaha trials machines will be at the event as well as some of the original Yamscot supported trials riders.
Yamscot were involved in trials, motocross and racing over a ten year period.
The event, promoted by Inverness & District Motorcycle Club Ltd will be held on the Alvie Estate, near Aviemore and the identity of the Guest of Honour will be announced nearer the event.
The trial itself was over-subscribed in 2015 and entry forms will be released for the 2016 event on 20th February.
2016 will be the 11th time the event has been run as a two day trial, the first year, 2004 was a one-day affair.
Previous Guests of Honour at the Highland Classic include Yrjo Vesterinen (2013), Dave Thorpe (2014) and Bill Wilkinson (2015).
The event is open to ACU,SACU & MCUI trials licence card holders and cater for both Pre’65 & twin-shock trials machines.
Trials Guru recognises the talents of a man from Redhill, Reigate in Surrey who has brought literally thousands of wonderful and exciting colour sporting images into magazines, periodicals and books the world over. His name is Don Morleyand what’s more he’s a trials rider! Well actually, Don is a frustrated road racer at heart as he didn’t have the funds available to race when he was a young man, so took up trials riding instead, being the less expensive motorcycle sport option!
Described as the ‘Godfather’ of sports photography by Fast Bikes Magazinein the article they ran on Don in their September 2010 edition, Morley is respected the world over by riders, athletes and team managers because of his uncanny ability to press the button just at the right moment.
Raised in Derby, Don started taking photographs for a living in the 1950’s when it was all glass negatives, progressing to processed roll film. He began his motorcycle photography as a staff photographer with Motor Cycle News in 1957.
Morley is a 100% professional sports photographer, joining forces with Tony Duffy’s “All-Sport International Photographic Agency/Don Morley” in the 1970’s, his images of sporting events and competitors are highly sought after around the globe.
Don is also an accomplished author, writing several books which include: Classic British Trials Bikes& Classic British Two-Stroke Trials Bikes; Spanish Trials Bikesand Trials: – A Riders Guide, to name but four!
Morley has photographed many events, not just sporting events, witnessed the Munich Olympic Games terrorism atrocity to name but one major international incident and much, much more. He has had a varied and interesting life as a sports photographer.
Don has owned several ex-factory trials machines in his time as a rider, including the Johnny Brittain Royal Enfield 500 Bullet HNP331 and another ex-factory Enfield, LUY86. He appeared in the BBC TV series, ‘Perpetual Motion’ in an edition which covered the Royal Enfield and Enfield of India story in 1992. Morley is an acknowledged expert on the Royal Enfield marque. He built a few special trials machines including a BSA B40 and also wrote a series of articles on the development of four-stroke trials machines for the ‘Classic Motor Cycle’.
Don was one of the first to take up Pre’65 trials competition back in the early 1980’s on an ex-Brian ‘Tiger’ Payne AJS.
The one thing you notice about Don is his serious nature, he is a professional after all, he took photographs to make a living, but he does have a good sense of humour as well.
Trials Guru’s John Moffat met Don Morley many years ago at the Pre’65 Scottish at Kinlochleven, initially it was a frosty meeting as ‘The Guru’ intimated that Don had made a “slight mistake with a factory registration number” in one of his books! After a good frank chat, it was all ended very amicably, as this was merely an amateur enthusiast correcting a professional. Let’s face it EVERYONE can make a mistake. Happily, from that day on ‘Trials Guru’ and Don Morley have been good friends, their paths crossing occasionally and they are always happy to meet each other.
Don saw the funny side of the argument and said jokingly: “John, that’s OK, as long as you don’t want Osprey to reprint my book to make a correction!”
Morley once took a photo of ‘The Guru’ on his G3C Matchless with the great Gordon Jackson standing alongside, at Kinlochleven, the machine which was loaned to Jackson for the 2000 parade at the Scottish Six Days. The image has been a prized possession of ‘The Guru’ ever since.
So, the next time you see a photo credit as “All-Sport/Don Morley” under an image of a racing bike at speed, you can say that this image was taken by a true enthusiast and … a trials rider!
Don Morley, Reigate, Surrey, England. – Trials Gurusalutes you, because you are an enthusiast as well as a photographic professional. – Thank you also for the kind permission to use one of your wonderful photographs on this website.
Not generally known, but here we have Ariel HT500 registered as 786GON, known as ‘Sammy’s other Ariel’. During the late 1950’s and 1960’s Sammy Miller had access to two HT500 Ariels, his famous version GOV132 and the machine pictured here. The bike is now in Italy in the possession of a collector, having been owned by Jock Wilson (Comerfords) Ernie Page, Roy Kerr and Tim Beaven, plus some other individuals
The machine was put on sale in early 1965 by motorcycle dealers, Comerfords Limited in Portsmouth Road, Thames Ditton, Surrey along with GOV132. Comerfords having taken over the support from Ariels to Sammy Miller when the factory had ceased manufacture of trials machines. 786GON was for sale at £350, which was almost £150 more expensive than a brand new Greeves two-stroke at that time.
Arthur Fowler bought 786GON, but returned it for sale at the end of 1965 to Comerfords and Jock Wilson purchased the machine.
After selling the bike to Harry Rayner, Wilson bought it back from another owner, John Parry, at which time Jock Wilson slowly restored the machine to its former glory.
Wilson sold 786GON to Scotsman Ernie Page, himself an accomplished trials, scrambles and ISDT competitor, who owned Page Motors in Edinburgh, who at that time had a sizeable motorcycle collection. After a period of time, Page sold the Ariel to former employee, Roy Kerr, himself a former Scottish trials champion.
After some years under the ownership of Tim Beaven, the bike was then sold to a private collector in Italy called Carlo Ramella. The Ariel lives on but in its new home in the Italian alps.
Justyn Norek a design consultant from Turin, made the following observations of 786GON when a test of the machine was undertaken by the German ‘Trialsport’ magazine in March 2014, here they are:
“Frame: In Reynolds 531 tubing, modified with steeper steering angle, oil in frame.
Fuel Tank: Beautifully styled in fibreglass, very light and slim design, one bolt mounting with depression in front part to allow full lock of the steering, with the fork coming close to the tank. Perfectly done by Butler Moulded Laminates, the creation of Chris Butler. Also the builder of the Butler trials machine. It has a metal logo on the top of the tank a real work of art.
Seat Base: Integrated with the rear mudguard, another artwork in fibreglass by Butler. Very slim viewed from the top, in cream white finish, synonymous with Miller’s Ariel. It also had the integration of the rear registration number plate. The seat is perfectly designed to be light and slim, but still comfortable.
Exhaust system: Starting with the beautiful curve, extremely compact and well tucked-in to the motorcycle. It terminates with a small silencer breathing out the hot expelled gasses on to the rear tyre knobs. This ingenious idea allows for cleaning of the rear tyre from any mud and leaf-mould and also warms the tyre rubber for better grip.
Kick-starter and Gear Shift levers: Bored out to shave more weight from the machine.
Speedometer: Mounted to the engine plate and protected by the aluminium shield from mud etc. It is not the easiest to look at when in operation, but who looks at the speedometer during an event. This was merely an attempt to keep the machine street-legal.
Chain guard in fibreglass, neatly styled with simplicity, weight-saving and functionality.
Front mudguard: Again in cream white fibreglass by Butler. minimal and beautifully shaped and in perfect aesthetic harmony with the fuel tank, seat base and rear mudguard units. This creates an unforgettable aesthetics of this historic motorcycle.”
Technical Specification of 786GON:
ARIEL 786GON – Technical Specifications:
Engine layout: Single cylinder, vertical cylinder in light alloy.
Bore & Stroke 81.8 X 95 mm
Compression ratio: 8.5: 1
Max power: 24 hp at 5800 rpm
Carburetor: Amal monobloc.
Oil system: Dry sump with double oil pump and separate oil tank.
Frame: single down front tube in Reynolds 531 steel – Weight around 14 kg.
Front: Hydraulic telescopic forks with sliders shortened from Norton road-holder, yokes from BSA shortened to shorten wheelbase.
Rear: Rear swing-arm on silent-block bushes with chain oil system incorporated, Armstrong shock absorbers.
Wheels: steel rims, tyres front: 2.75 x 21, rear 4.00 x 19.
Brakes: Front: drum type 180 mm – Rear: drum side type 180 mm
Main dimensions: wheelbase 1340 mm
Ground clearance 220 mm
Seat high: 810 mm
Steering head angle 63.5 degrees
The magazine Trialsport in Germany carried a full report using material from Justyn Norek Snr and his son Justyn Norek Jnr. If you can read German language, here is a link to the article on the internet, (you may need to right click on the link to open it):
Words: John Hulme with Alan Lampkin, with full co-operation from an article which first appeared in Classic Trial Magazine – Issue 11.
The three Lampkin brothers are Arthur, Alan and Martin, the youngest, have been part of the motorcycle trials scene for such a long period of time that they are etched in the history of the sport forever. Alan – or ‘Sid’ as he is better known – was the one in the middle; imagine having Arthur as your older brother and Martin as the youngest? He was a very successful Scrambler during the ‘Golden Years’ of British domination and won both the Scottish Six Days and Scott Trials in 1966 for BSA; throw in some ISDT Gold medals and in 1974 winning the first ever American ‘World’ trials round. A very popular character, he received factory support along the way from BSA, Cotton Suzuki and Bultaco. He can still be found on the Trials scene today though, as a spectator on his annual holiday to the ‘Scottish’ or at the Scott, or many of the Classic events. The years may have passed by but one thing that has never gone away over the years is the warm welcome and the smile whenever you come into contact with Sid.
Alan Raymond Charles Lampkin entered the world on April 7th 1944 in Silsden, Yorkshire, as the younger brother to Arthur John who was born in 1938. Harold Martin Lampkin would come along later, at Christmas in 1950. The Lampkins had moved from Woolwich Arsenal, London, in 1940 to get away from the London Blitz. Their father, Arthur Alan, was a Foreman machine turner and he opened his precision engineering business shortly after his arrival in Yorkshire. He used an old side-valve BSA as his transport and so the boys were soon around motorcycles when they were born.
Arthur had quickly shown a keen interest and at the age of seventeen became the youngest ever member of the mighty ‘Works’ BSA off-road team after some inspiring results. Alan soon wanted to watch his elder brother in action and remembers watching him at the 1959 Ilkley Grand National where he was allowed to ride without competing, and he loved it. They had no television in the early days at the Lampkin household and they often went around to the next-but-one neighbour to watch Arthur on it in the TV scrambles.
The Lampkin entertainment got even better when Alan started to compete. It was trials riding which first attracted him though and he could not wait to compete in the tough Scott Time and Observation Trial. He joined Arthur in the entry in 1960 for his first event. It was a tough day and one he did not finish, but when elder brother Arthur was announced the winner he set his sights on emulating his brother with a win of his own, after finishing the event! After finding his feet in 1960 with tastes of both trials and scrambling on BSA machinery he started to enjoy the rigors of the off-road action. He picked up a finisher’s certificate at the 1961 Scott and soon began to get noticed by the factory teams and, most importantly, the competition team managers.
He was drafted into the factory BSA team alongside such great names as Bill Nicholson, Fred Rist, David Tye, Brian Martin, Jeff Smith and John Harris – and, of course, his big brother Arthur. He acknowledged the support and delivered the results when in 1963 he won his first National trial, the Travers. Then he was picked by the team selectors to represent his country in the International Six Days Trial to be held in Czechoslovakia. In those days the event covered near-on 1,000 miles during the six days of competition and Alan did himself proud before disaster struck on the fifth day, Friday.
He was still ‘clean’ and on course for his first Gold Medal when he crashed and, suffering from heavy concussion, was forced to retire much to his disappointment. BSA though had much faith in him and after recovering he was moved into the number two BSA team for the Scott, where he collected a Scott ‘Spoon’ after finishing in the top twenty-five. By the mid-sixties he was acknowledged as one of the new young riders making headlines in the sport. Riding for BSA he mixed both trials and scrambling with much success. It was a fantastic season scrambling as he took in many of the established events with some impressive results, including some top-five finishes in the BBC Trophy races at Ripon and Durham on the BSA 440 cc, second in the Lancashire Grand National and a third in the Cleveland Grand National. On the trials scene he was a regular winner and top-five finisher in the British championship events, but 1966 was going to be his year.
It all started with a win at the opening scramble on January 1st at a frozen Hatherton Hall in Cheshire in the 500 BBC Trophy race. It was sheet ice everywhere and his trials skills certainly helped and he felt very confident; he can still remember the look on Jeff Smith’s face as he passed him on the start/finish straight, it was great day and one he remembers like it was yesterday! Jeff Smith had been 500cc World Motocross Champion in 1964 and 1965 and is a very good friend of the Lampkins even to the present day. He then won the prestigious Bemrose Trophy Trial before preparing his 250cc BSA C15 for the Scottish Six Days Trial in the May. At the last minute he was moved into the BSA works team as Dave Rowlands was asked to stand down in case he was called home to attend a court hearing as a witness to a murder. On the first day Alan parted with no marks along with Mick Andrews (Bultaco) – Paul England (Triumph) – Peter Fletcher (Royal Enfield) – Sammy Miller (Bultaco) & Stan Cordingley (Bultaco). Tuesday was a long, tough day taking in 15 sections including Loch Eild Path above Kinlochleven.
Delay built up at the Caillich group of six sections and many riders lost marks on time. Wednesday took in eight sections at Laggan Locks, taking two marks from trials leader Alan Lampkin. Lampkin still held the lead on Thursday. Lampkin nearly lost the trial on the steep rocky hazards at Caolasnacoan when the crowd thought he had stopped, but the official observer recorded a three-mark penalty, giving the trials lead to Sammy Miller. It was on the sections at Leiter Bo Fionn though that Miller went to pieces and parted with a dozen marks whilst Lampkin kept his score down to four to move back into the lead. The final scores were Lampkin on 23 with Miller second on 27.
This would be the last win for a British manufactured motorcycle using a four-stroke engine until James Dabill on the Montesa in 2007. Later in the year he would take his first ISDT Gold on the BSA in effect a TriBSA 504cc in Sweden when he was Great Britain’s best performer with a clean sheet, with the team finishing third overall.
Arthur had won the Scott Trial again in 1965, setting the quickest time as well, and both brothers went to the 1966 event as members of the BSA team along with Scott Ellis, with both wanting to win – the outcome would be very memorable. Alan would win, with Arthur setting the quickest time in 4 hours, 18 minutes and 55 seconds which was a similar time from 1965, but the secret to Alan’s win was his observation score which put him in front of Sammy Miller who was desperate to give Spanish Brand Bultaco their first win in the event. The weather was beautiful, with massive crowds. Alan had shown good form early on with one of the few cleans at Hell Holes up the big step. At Washfold the Green Dragon Public House was hard to find due to the large number of spectators who had all turned out to see the dramatic battle unfold. The day after the event he was part of the winning Yorkshire team in the Inter Centre Team Trial.
The demise of the once mighty motorcycle industry in Great Britain has been well documented but it also forced the top riders of the time to move to foreign manufacturers. Alan had remained loyal to BSA but had not continued to enjoy his earlier success. 1967 was a bleak results year. At the ‘Scottish’ and riding the BSA C15T the week had started very cold and wet, and on the Tuesday the rear wheel collapsed. He changed the wheel but was removed from the results when he was found to have swopped the marked part by the organisers, forcing him to retire from the event. He was also hugely disappointed at the Scott when a split rear tyre forced his retirement. On the scrambling front he was still riding well and getting some good results. 1968 was pretty much the same as the BSA support in trials was not the same, although in scrambles they still had a winning machine. Many riders including Alan began to took to other machinery for trials and it was the ‘boom time’ of the micro-light machines.
He was offered the opportunity to ride the new 118cc Suzuki powered machine along with Arthur and Martin for the 1969 season. These were fun times in trials and in 1969 and 1970 he finished in fourteenth position on the Suzuki at the SSDT despite struggling at the event with many problems including a broken frame.
He was still contesting scrambles on the BSA and had some good results including top-five placings in the BBC Grandstand Trophy races before moving to a Husqvarna. The Spanish Armada of trials machines was now in full flow and along with many riders the Lampkins left the cottage industry of small-capacity trials machinery in the UK and went on to Bultaco, Montesa and Ossa, in Alan’s case Bultaco.
At the 1970 Scott he set the quickest time on his way to a top-ten finish on the Bultaco as Sammy Miller took the last of his seven wins. The Bultaco was a breath of fresh air and in 1971 he would finish tenth in the European Championship, once again set the quickest time at the Scott Trial in a team with Martin and Jim Sandiford and finish fifth in the British Trials Championship.
At the year’s ISDT he would also take another Gold medal, this time on a Bultaco. He quickly became a member of the Spanish works Bultaco trials team and with it the added support.
Justifying his works status he finished a fine second in the 1972 SSDT.
In 1973 he made his final appearance in the ISDT mounted on a Triumph, taking yet another Gold medal, with the trophy team taking second place.
The development of the Sherpa T range had moved on after Sammy Miller had moved to Honda, with more responsibility on the shoulders of UK based Bultaco riders, including Alan and Martin Lampkin. The sport was also moving from European status to be named the World Championship. Before the move, and with the sport expanding, a ‘World’ round would be held in America. After many problems, including the press thinking it was Martin who had won, a happy Alan was named the winner!
With the move to the FIM World Championship in 1975 the factories were very keen to take the first title, including Bultaco. Along with Alan his younger brother Martin would contest the whole 14 round series, but with only the best 8 scores counting the championship would turn into a three-way fight with Finland’s Yrjo Vesterinen and Malcom Rathmell.
Alan supported his brother as much as he could, finishing the year in ninth with his best result a third at his home round, as ‘Mart’ won the title by one mark from Vesterinen. The Bultaco team and the Lampkin brothers remained at the cutting edge of the championship right up until 1980, when Sweden’s Ulf Karlson on the Montesa stopped the trend, but by this
time Alan had retired from the World Championship.
With the glory years of the Bultaco brand over he would ride his last Scott Trial in 1980 and his last Scottish Six Days Trial in 1982 on an SWM. With a young family to provide for he continued to work in the engineering business started by his father many years before but, as with all motorcyclists, if it’s in your blood it’s hard to get rid of!
The Lampkin brothers still had some of their old works BSA machines and these were brought out of retirement for the new Pre-65 SSDT introduced in 1984. These were fantastic times not just for the brothers but also for the spectators, as they came out to witness them in action once again on the world famous ‘Scottish’ hazards such as Pipeline. Good friend Jeff Smith came over from Canada and it was a very happy reunion.
Alan would ride in the event on a few more occasions over the years. Son James is the youngest of his three children, he also has two girls Sarah and Nina, who is the eldest, and James soon became interested in trials riding giving Alan a new interest along with his Golf.
James went on to have his own successful trials career which included an Expert British Championship title and a third position in the 2004 SSDT.
James put his own career ambitions as a trials rider on hold as he supported Cousin Dougie Lampkin to his seven world championship titles. Alan is now semi-retired, working just three days a week at Lampkin Engineering, and still enjoys his motorcycling days and his annual holiday in the Highlands, accompanied by his wife Eileen and usually a gang of grandchildren who will no doubt carry on the Lampkin legend.
Words: John Hulme with Alan Lampkin
Iain Lawrie, Kinlochleven
Rob Edwards, Middlesborough, Cleveland.
Trials Media/ John Hulme
With many thanks to Classic Trial Magazine for their kind permission to reproduce this article from Issue 11 – Classic Trial.
For more articles like this one, be sure to subscribe to Classic Trial Magazine … Here
Ron Thomson originally from St Andrews, Fife moved to Fort William in the late 1950’s. Ron was a dispatch rider during national service in Egypt and a member of the services club, the Bar-None MCC. On being de-mobbed, Ron joined the local Kirkcaldy & District club. Ron takes up the story: “In my day trials bikes were measured by the hundredweight, not by the cubic capacity! I had a Gold Star, which was dubbed the ‘Stone-Crusher’. So called because no section was ever the same after we had gone through. As for the Scottish Six Days, we used to gear the bikes up, my Trophy Triumph was good for 90 plus mph on the road, the reason for the hurry was that we used to be more interested in the ‘Seven Nights’ than the Six Days!” says Ron.
That particular Goldie, as Ron had one or two, registered PFS 916 had a neat conversion, featured in the first 1958 SSDT report in The Motor Cycle. In an attempt to reduce weight, Thomson used the gearbox as an oil reservoir for the motor thus obviating the need for an oil tank. The very machine on which Ron won the over 350 award at the 1969 Scottish which was to be his last ride in the Highland classic. That Gold Star was sold via Ernie Page’s shop in Polwarth Terrace and was passed through many ‘hands’ eventually ending up with Billy Maxwell in Newcastle Upon Tyne.
Ron loved riding the Scottish Six Days which was in effect a local event for him as he lived in Inverlochy at that time. Ron said: “…well it was more the seven nights I was most interested in to be truthful, we used to get up to all sorts of fun”.
Ron knew an observer called Tommy Millar from Airdrie, a man who never had a complaint registered against him in over 25 years of observing- what was the reason? “I just gie a’ the laddies a clean”, he told Ron.
Ron said: “I’ve no doubt that the kids today on their water cooled pogo sticks in their go faster trendy bin liner suits will enjoy themselves just as much as we did, but still I think had greater fun in the golden years”.
Ron had a reputation as the man to approach if you wanted your bike fettled for the Scottish. He worked for a spell at the Brechin dealership, Duncan’s.
At one stage Ron, when still an active rider, prepared about a dozen Lochaber members bikes for the Highland classic.
“I couldn’t concentrate on my own ride for this one or that one coming up and saying, here! Listen to this – do you think it’s all right – will it last the week with this rattle or that rattle?”
John Moffat has a vivid personal recollection of the 1967 Scottish Experts held at Achallader Farm, Bridge of Orchy: “Ron Thomson was on his Gold Star, having ridden down from Fort William, a distance of some 35 miles in company with the late Ali McDonald on a 500cc Ariel. Post-trial, Ron stopped for a blether with a group of his old chums, I happened to be an interested bystander, listening in to the “banter”. Ali McDonald had decided to get home before dark and left immediately after signing off at the finish. The bold Ron then decided after quarter of an hour had elapsed to set off in pursuit of his pal, McDonald. Ron set sail from the farm, which, is about a mile from the main A82 trunk road. Within a few moments the assembled gathering could see Ron and the Goldie passing over the steel bridge which spans the River Orchy and up the “Black Mount”, overhauling several cars during his ascent, the big Goldie on full song. The exhaust note ever fading, disappearing from view as he crested the summit and onward to the Fort. What a great sight to behold.”
Known as a ‘big bike’ man, Ron also rode the “tiddlers” as well. In 1959 he chose the brand new C15T BSA 250cc unit construction single for the Scottish Six Days. In fact, out of eight C15’s entered, Ron was the only one to get to the finish and that included factory bikes as well!
Back in 1955 he rode a Villiers powered 197cc DMW and a year later rode a similarly powered Welsh built 197cc H.J.H.
In the 1953 Scottish, Ron rode a self-built ex-WD 343cc Triumph, the following year he rode a 347cc Matchless G3LC.
Ron S. Thomson passed away on 20th January 2007, never being a regular church attender, there was a humanist service held for him in the Crematorium at Inverness. Ron left the trials community of the Lochaber Club and the towns-people of Fort William with great memories of a true character of the sport of trials.
Trials Guru on Ron Thomson: Ron Thomson was a well liked individual who moved from his native St. Andrews to work at the British Aluminium works at Fort William. The reason was simple, so that he would live in God’s trials country! He set up business initially in a shed in his back garden fixing motorcycles and lawn-mowers for local people.
His business grew and he obtained premises at the Industrial Estate at Caol a few miles from Fort William on the A830. Many of the younger riders in the town benefited from Ron’s knowledge, which included Hugh and Alister McDonald, Alastair Macgillivray. Gary MacLennan and Rodger Mount.
His business was called R.S. Thomson (Inverlochy) Ltd. He ran a repair shop and MOT test centre for motorcycles. He was agent for chain-saws and garden equipment and employed Cameron ‘Cammy’ Kennedy for many years.
It was quite usual to swing in past Ron’s workshop for a great natter about the old days. But as sure as guns you were never there long until another enthusiast also had the same idea! How Ron got any work done heaven knows. He was a good builder of wheels, which itself is a bit of a ‘black-art’.
When Ron passed away after a short illness the business folded and Cammy took up employment with The Hire Centre in Fort William. Ron’s friends were not only Scots riders of his era like Jack Williamson; Arnott Moffat; Tommy Robertson; Johnny Clarkson and Bob Paterson, he also enjoyed the friendship of Gordon Blakeway; Ralph Venables; Peter Stirland and some of the best known riders of his era.
They all knew Ron Thomson!
This article was put together from notes John Moffat made during an interview he had with Ron at his workshops at Caol some years ago and personal recollections by Moffat himself of Ron Thomson pieced together over many years knowing Ron Thomson.
Ron Thomson in the Scottish Six Days Trial
Year Riding Number Club Make & CC of machine
1953 179 Kirkcaldy Triumph 343
1954 148 Kirkcaldy Matchless 500
1955 20 Kirkcaldy DMW 197
1956 24 Kirkcaldy DMW 197
1957 12 Kirkcaldy DMW 197 (could be HJH)
1958 140 Kirkcaldy Triumph 498 (Twin)
1959 74 Edinburgh & Dist BSA 250
1961 171 Lochaber BSA 350
1962 191 Lochaber BSA 348
1964 177 Lochaber BSA 500
1969 195 (not in prog.) BSA 500
Post Script: Added 01/02/2015:This story was spotted by Ron Thomson’s Grand-nephew, Ron Fisher who lives in Canada. It brought back happy memories of a visit to Scotland back in 1997 and indeed Trials Guru has been able to put Ron Fisher and Mrs. Helen Thomson in contact as a result of the article you see above.
Copyright: Trials Guru / Moffat Racing / John Moffat – 2014
With special thanks to Mrs. Helen Thomson of Inverlochy, Fort William for the photographs which accompany this article.
Post script to Ron Thomson’s story…
We have been contacted by former Scottish Speedway professional, John Wilson who now lives in Spain. John owned the ex-Ali McDonald Ariel MDB590 and he has kindly let us see photos of the restored machine. He sold it shortly before emigrating to Spain some years ago.
The Premier Trial Website – Recording the History of the Sport 'Since 2014'