During the ninteen-seventies, Honda Motor Company decided to create a purely ‘Racing’ division, separate from their normal motorcycle production activities and core businesses. This saw the advent of Racing Service Center Corporation or ‘RSC‘ for short. Later, in September 1982, they developed from RSC, Honda Racing Corporation or HRC for short, which exists to this day and controls the racing activites of Honda. HRC produce and sell racing/competition motorcycles and spare parts. The parts, although well made and of high specification, are by their nature, not warranted for street use as they are for ‘racing applications only’. HRC European headquarters are based in Aalst in Belgium. The world HQ is at Asaka, Saitama, Japan. Below we can see some of RSC & HRC’s creations over the years.
The RTL250SW was for factory Honda riders only, not available for general sale and had the single down tube frame with offset exhaust port.
1986 – SSDT Steve Saunders (Rothmans Honda RTL270SW) on Ben Nevis – Photo Copyright: Iain Lawrie, Kinlochleven
1986 – RTL270SW (270cc) Honda Racing Corporation/Rothmans Racing – with single down-tube frame and oil cooler. Strictly factory only.
Tommy Sandham’s Book – ‘Four Stroke Finale?-The Honda Trials Story’ Click… Honda/Four Stroke Finale?
John Moffat (Trials Guru) was fortunate to be permitted to take the ex-Eddy Lejeune 1982 RTL360 for a brief excursion at the Highland Classic 2 Day Trial at Alvie Estate in June 2015. This machine is now in the ownership of Jean Caillou.
The 1982 Honda/HRC RTL360 shown above was once the factory machine of World Champion, Belgian, Eddy Lejeune.
Jean Caillou, a French trials enthusiast who has a passion for the Honda brand was fortunate enough to meet with Lejeune at his home in Belgium. It was during this meeting that Eddy revealed that he still had the 1982 ex-factory machine in his possession. The RTL360 was disassembled, but all the parts were there at Eddy’s house.
Jean Caillou: “I met with Eddy Lejuene at his home and he explained that he had just bought his daughter a horse. So he presented me with the invoice for the horse and said that if I paid him the same figure that he had just recently paid for the horse, then I could have the Honda. I did not hesitate further and the deal was agreed. I had effectively paid for Eddy’s daughter’s horse, but I now owned the Eddy Lejeune 360!”
EDDY LEJEUNE:
Eddy Lejeune from Verviers, Belgium was three times FIM World Trials Champion (1982-1984) and seven times Belgian National Champion (1980-1986). He rode Honda for the majority of his trials career, switching to the Spanish Merlin in 1988 and then to the Honda owned Montesa for 1989/90 when he retired from top flight trials.
Rear view of 786GON showing the fibreglass mouldings by Butler. The Ariel was not a replica, it was Sammy Miller’s second string Ariel he used as often as GOV132, it is rumoured that Sammy simply changed the numbers over for different events. Photo courtesy of Roy A. Kerr.
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
Timing side view of 786GON when it was owned by Roy Kerr. The exhaust was made to blow mud off the rear tyre. The machine was fitted with Ariels alloy ‘Leader’ type hubs. Photo courtesy: Roy A. Kerr.
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.
The motor shows its pedigree. The engine number indicates that this is no ordinary HT5, but an experimental motor EXHS 99. (Photo copyright: Roy Kerr)
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.
786GON at it’s current home in the Italian Alps with current owner/collector: Carlo Ramella. Photo copyright: Justyn Norek, Turin.
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.
“… 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.” – Justyn Norek (Photo copyright: Roy Kerr)
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.
“…Chain guard in fibreglass, neatly styled with simplicity, weight-saving and functionality.” – Justyn Norek. (Image copyright: Roy Kerr)
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.
Capacity: 497cc
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.
Suspension:
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
Weight: 111kg.
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):
Additional information Words and photos copyright – Justyn Norek, Turin, Italy.
Article ‘Ariel HT500 – Sammy Miller – 786GON’ is copyright of Trials Guru – 2015.
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.
Sammy Miller developed the Sherpa N 200cc into the world beating 244cc Sherpa T in 1965, helped by his win at the Scottish Six Days Trial that year. (Photo: Rickman Brothers, New Milton, Hants.)
You may be forgiven if you haven’t realised that in May this year it will be fifty years since Samuel Hamilton Miller won the Scottish Six Days Open Reliability Trial on his 244cc Bultaco Sherpa registered as 669NHO.
Miller had left Ariels to ride for the Catalunian manufacturer based at San Adrien De Besos, part of Barcelona in late 1964 to develop the Bultaco Sherpa into a machine that was to change the face of motorcycle trials forever.
The defection to the lightweight Bultaco signalled the end of the big four-stroke single as the bike to win at trials.
There is a celebration of the marque in July this year at the Circuit De Barcelona.
Sammy went on to further develop the machine and many British born riders followed him to ride for the Spanish factory, riders such as Malcolm Rathmell and the first winner of the world championship, Martin Lampkin with Frenchman Charles Coutard and Finland’s Yrjo Vesterinen who was to win three world Championships for Bultaco.
The Bultaco Sherpa was a revelation as it weighed much less than its competitors with a 52 inch wheelbase it handled and steered much better than its rivals and pulled well from low revs. It turned novice riders into award winners.
Well restored examples of the four-speed Model 10 Sherpa still command high prices, if you can find one for sale as these are very much collector’s items.
Miller had written into his contract with Senor Bulto, that if he didn’t win more than 50% of all events he entered, then Bulto was not obliged to pay Miller’s salary! Of course, Sammy did win more than 50% of the events and was so confident of doing so.
Miller told Trials Guru: “If I didn’t win all those events on the Bultaco, it wasn’t worth my time competing in the first place”.
However, Sammy Miller wasn’t the first to compete in the famous Scottish Six Days Trial on a Barcelona-built Bultaco, it was a Lancastrian rider called Tommy Ollerton who rode a 200cc Bultaco Sherpa N in the 1962 event. Ollerton’s machine was registered in the UK as PDV700. Tommy Ollerton rode in company with Oriol Puig Bulto, nephew of Senor Bulto, having travelled all the way from the factory to Edinburgh in a Fiat 500 car with a two bike trailer attached, carrying two Sherpa N models, one for himself and the other for Ollerton, who was supported by Anellays of Blackburn, Lancashire.
Having said that, it was Miller who gave the factory it’s first Scottish Six Days win and that is a major part of both the event and motorcycle trial history.
Peter ‘Jock’ Wilson … a great friend … a great man ~ By Renee Bennett.
Jock Wilson on ‘Cheeks’ at the Clayton Trial in 1962 on his specially built ultra-short-stroke AJS 350. (Photo supplied by Patricia Wilson)
When I think of Jock Wilson, it reminds me of the fantastic Thames Ditton motorcycle dealers, Comerfords, AJS trials machines, Bultaco, the Scottish Six Days and a top Home Counties based trials rider who went on to take charge of the British International Six Days Trial Trophy Team for nearly 20 years.
Peter Cameron ‘Jock’ Wilson was born in Scotland on 12th January 1934 at Oakbank, Bridge of Balgie, Glen Lyon, Perthshire. The Scottish Six Days was practically on his doorstep as the ‘Meall Glas’ section was only ¾ mile from his front door.
Jock on his short-stroke AJS in a Sidcup 60 Trial. Comerfords Sales manager Bert Thorn is following in the background.
There is the main reason he was such a good trials rider ~ with all that practice ground, he just had to be good!
‘Jock’ as I’ve always known him, started his working life as a lumberjack, then a spell in the British Army doing his national service at Aldershot, then marrying his wife Pat and moving to London to live permanently.
At Aldershot, Jock was in the Royal Army Service Corps or RASC for short, his commanding officer was Captain Eddie Dow, but he also met many of the factory trials and scrambles stars of the era who were also doing their national service. Riders such as Roy Peplow, John Giles and many more.
He took up employment at Arthur Cook Motors in Kingston-Upon-Thames and then the well-known motorcycle dealership, Comerfords based in Portsmouth Road, Thames Ditton, Surrey which he joined in 1957.
Jock started at Comerfords as a motorcycle mechanic in the workshops, soon progressing to workshop manager. When he became bored with that, he moved into sales under Sales Director, Bert Thorn.
1965 Scottish Six Days on Callert, riding the ex-Sammy Miller Ariel 786GON, which Wilson owned and rode for several years. The machine is now in Italy.
Jock’s specialty was modifying AJS trials bikes, cleverly making them lighter and more powerful. Gordon Jackson, Gordon Blakeway and Gordon McLaughlan rode AJS machines as a team in those days and Jock even named one of his sons after the trio.
Gordon Jackson of course won the 1961 SSDT on his factory AJS (187 BLF) with just one ‘dab’ ~ Amazing!
Jock went on to manage the British International Six Days Junior Trophy and Trophy teams. His knowledge gained by riding in the ISDT many times himself on AJS and Triumph machinery gave him a valuable insight into this part of off-road sport and was a very highly thought of manager by the riders and the ACU. He actually cut his teeth initially by managing the Scottish ACU squad in Sweden in 1978.
A Scottish ACU presentation of awards ceremony at Perth in 1980. From left: Margaret Allan (SACU Chairperson); Ron Wright (SACU Trials); Alex Phillip (Clubman TT winner 1948); Robbie Allan; Charlie Bruce (former Scottish racing champion); Tommy Milton (SACU official); Anne Allan (wife of Vic Allan) and Jock Wilson, ISDT Team Manager.
When Comerfords eventually took over the importership from Rickman Brothers of the Bultaco brand, Jock was soon in charge … supplying dealers and operating a first class spares service.
When Jock left Comerfords, some many years later, he started his own business importing the Italian SWM trials and enduro macinery in partnership with Mick ‘Bonkey’ Bowers, which became equally as good as the Bultaco brand and very popular.
Jock and Bonkey set up a countrywide dealer network which included former World Trials Champion, Martin Lampkin.
After SWM stopped producing motorcycles, Jock went self-employed working from his home in Tolworth, fixing and tuning bikes and repairing damaged wheels, as he is an ace wheel-builder.
Nowadays, Jock is retired but still works a little on classic bikes in his spare time. I speak to him regularly and it’s always a pleasure.
Jock has always been a friend to me, to my late father Wag Bennett, and to my children Charles (who runs a busy London motorcycle shop) and my daughter, Julie.
I owe Jock a debt of gratitude for the support and help he gave me over twenty five years of trials riding.
Thank you Jock Wilson … Renee Bennett, Plaistow, East London.
Trials Guru: Jock Wilson, so named because this was common place for a Scotsman living and working in Southern England at the time, became one of off-road motorcycle sports’ most respected characters. Jock was a very competent mechanic and a serious trials competitor. When he was with Bultaco UK, he was responsible for setting up the contracts with the Comerfords supported riders in both motocross and trials. Wilson was mentor to Greeves rider and fellow Scotsman, Vic Allan when he moved from Aberdeenshire to Thames Ditton to ride for Comerfords in 1967. Allan then went on to ride for BSA briefly, during which time he crashed heavily at the Italian GP on his factory BSA breaking his hip and was sidelined for several months, during which time BSA closed the Small Heath competitions department. Allan then reverted to race for Comerfords on the Spanish Bultaco and became British 250cc and 500 cc Motocross champion in 1974, riding the Pursang models in both classes.
Photos: Iain Lawrie; OffRoad Archive; Bob Dunwoody; Sammy Miller Museum.
Photo: Iain Lawrie
In 1996 Sammy Miller MBE took over the run-down premises of an old farm at the Bashley Cross Roads, New Milton and converted the barns into a modern, prestigious building with picturesque surroundings. It is now accepted as housing one of the finest collections of fully restored motorcycles in the world, including factory racers and exotic prototypes.
At the end of 2004 permission was granted for an extension to the museum which now allows it to house over 500 exhibits. The museum was further expanded in 2021.
Sammy Miller MBE and his wife, Rosemary.
Sammy’s life has always been dedicated to motorcycling. As a young boy he followed motorcycle racing in Ulster and then went on to compete and win his first race meeting in 1953.
Sammy Miller (NSU) at the Ulster Grands Prix in 1957 chats with sponsor Terry Hill – Photo: Bob Dunwoody
After a well documented period on the Road Racing Grand Prix circuits he switched to trials, at first building his own trials bike, the 197cc SHS (Samuel Hamilton Special) in 1954.
Sammy outside his first shop in New Milton (Photo: Sammy Miller Museum Archive)
He then went on to develop the world famous Ariel trials machine GOV 132 for the Ariel factory before moving on to Bultaco in 1964 , changing the face of trials in 1965 with the 244cc Bultaco Sherpa T, and then on to work for Honda Motor Company in 1973 to design the world championship winning trials machine. He is still very active today, but in his beloved workshop where the sign above the door reads: ‘Another Day in Paradise’.
Sammy on his ‘GOV Replica’ Ariel HT5 on Grey Mare’s Ridge in the Pre’65 Scottish Trial. Photo: Copyright Iain Lawrie, Kinlochleven.
Unlike most other museums this is more than a static collection to be dusted and polished at regular intervals and displayed like butterflies with pins through them. This is a live museum, for whenever the opportunity presents itself these machines are run in classic bike events of one kind or another. There are many clubs which now organise open days and exhibitions at Sammy’s museum.
The exact replica SHS of 1953 which Sammy Miller built with a 250cc Matchless rigid frame and 197cc Villiers engine, which he rode in his first SSDT in 1954. Photo: Iain Lawrie.
Many of the racing machines are still fully competitive and capable of giving a good account of themselves in high-speed parades. Like any good museum the contents are changing constantly. Virtually every new acquisition represents a full-scale restoration and if parts are not available, then Sammy will have them made to suit the rebuild. Apart from the motorcycles on display you will also see many interesting artefacts, all of which represent a link with motorcycling of a bygone era.
The Off-Road section is extensive and captures the past. There are many unique and rare machines to behold, one of which is the Talon Mickmar trials machine which was a prototype. There are also Jawa ISDT machines from the mid-seventies, and even the long track championship winning machine of the late Simon Wigg.
History Preserved:
The late Gordon Jackson putting the finishing touches to his factory 350cc AJS at the 1962 Scottish Six Days Trial in Gorgie Market, Edinburgh – Photo: OffRoad Archive.
Sammy managed to locate the 1961 SSDT-winning AJS (187BLF) ridden by Gordon Jackson when he recorded the famous one dab victory on the Grey Mare’s Ridge section.
Gordon Jackson’s factory AJS 187BLF in ‘as found’ condition, seen here at Sammy Miller’s ready for restoration.
The machine was in poor condition and in boxes but Sammy restored it back to its original specification, much as it had been ridden by Gordon Jackson in 1961.
The Gordon Jackson AJS 187BLF rebuilt and ready to go with Sammy at his museum.
Sammy was both delighted and proud to exhibit both GOV132 and 187BLF at the Scottish Six Days Trial in 2011 to celebrate the events 100 years.
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.
The museum houses the finest collection of fully restored motorcycles in Europe. There are over 400 rare and classic motorcycles on display in four galleries.
Sammy with the AJS Porcupine racer
During all this he has still found the time to restore many rare and exotic machines to concourse condition and perfect working order. These he kept as a private collection until 1980 when he opened up a museum so that the public could have a chance to see and hear them.
Friendship and mutual respect, Sammy Miller MBE and Bernie Schreiber at Sammy’s workshop at New Milton. (Photo: Bernie Schreiber Collection)
He even took some abroad to many locations, including Australia and New Zealand, so that they could be seen by as many people as possible. One of Sammy’s Museum exhibits is now on loan to the new FIM Museum in Switzerland.
The Talon Mickmar which is on permanent display at Sammy Miller’s Museum at New Milton. (Photo Sammy Miller Museum Trust)
Some years ago now, Sammy placed the entire collection into a ‘Trust’ to enable it to be kept together for future generations to experience and admire. There is no one more dedicated to motorcycling than Sam. He spends ten hours a day seven days a week working, promoting or restoring motorcycles.
And it’s much more than a museum, it houses Craft Shops, the Bashley Manor Tea Rooms, Sammy’s Pit Stop and has Alpacas, Donkeys and Goats for the amusement of children of all ages!
Photo: Sammy Miller Museum Trust.
Sammy’s Museum Photos
Photo: Iain Lawrie.
Iain Lawrie has visited Sammy’s Museum twice, here is a small mouth watering selection of photographs he took and shares them with readers of Trials Guru.
BMW R11 (1928) – Photo: Iain Lawrie.
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The very unusual ‘Ner-A-Car’ Model A (1923) – Photo: Iain Lawrie.
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ABS Skootamota (1920) – Photo: Iain Lawrie.
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Replica of the 1953 SHS (Samuel Hamilton Special) – Photo: Iain Lawrie.
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The first Bultaco Sherpa T (1964) 669NHO with which Sammy changed the face of trials – Photo: Iain Lawrie.
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305cc Honda TL from 1977 which Sammy developed for the mighty Honda Motor Co – Photo: Iain Lawrie.
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The factory AJS 16C which won the 1961 Scottish Six Days Trial in the hands of Gordon L. Jackson (187BLF) – Photo: Iain Lawrie.
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The 1977 CCM 350T only 102 built by CCM at Bolton, Lancs. – Photo: Iain Lawrie
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1983 JCM 323cc built in France by Joel Corroy, next to an ISDT Jawa. Photo: Iain Lawrie.
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1925 Grindley Peerless Model ST1 – Photo: Iain Lawrie.
While the photos we have showcased are wonderful, there is no substitute to actually viewing these machines at close hand in Sammy’s museum.
The museum is open pretty much all year round and for me is a must to visit if you have not done so already. For more information please visit: Web: www.sammymiller.co.uk – Mail: museum@sammymiller.co.uk – Tel: 01425 620777/ 01425 616644. Sammy Miller Museum Trust, Bashley Cross Roads, New Milton, Hampshire, BH25 5SZ
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 – Motorcycling Achievements
11 times successive British Champion.
Twice European Trials Champion – the forerunner to the World Championship.
13 times successive Hurst Cup winner.
18 times successive Walter Rusk Trial winner.
5 times winner of the famous Scottish Six Day Trial.
7 times winner of the World’s most arduous trial, the Scott Trial on the harsh and unforgiving Yorkshire moors.
Winner of over 1482 Trials events.
9 Gold medals at International Six Day Trials.
Irish Motocross Champion.
Irish Sand Racing Champion.
Winner of most Irish Road races, including winning the North West 200 and the Leinster 200 three years in succession.
Third in the World Grand Prix Championships on a works Mondial
Sponsor of the British Classic Trial Championships.
2007 inducted into the AMA Hall of Fame in the USA.
2009 awarded the MBE for services to motorcycle heritage.
2014 – Named FIM Legend – 2025 inducted into the FIM Hall of Fame in Switzerland.
2025 – RAC Lifetime Achievement Award Winner
2025 – Trials Guru website awards Sam with one of only ten exclusive white Trials Guru VIP Winner caps!
Trials Guru’s, John Moffat has interviewed 11 times British Trials Champion, Sammy Miller on many occasions.
References:
Sammy Miller Motorcycle Museum & Trust Catalogue – Obtainable from the Museum sales office. Sammy Miller Museum Trust.
Sammy Miller and Trials Guru’s John Moffat catch up at the Classic Dirtbike Show at Telford in February 2016 – Photo: Fiona Watson
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.
Emma Bristow seen here with her boyfriend and fellow trials rider, James Fry at Jerez, Spain. (Photo FIM Press)
Emma Bristow, Lincolnshire, England was presented with the 2014 FIM Womens’ World Trials Championship during the FIM Gala at Jerez, Spain. Emma is also ACU British Ladies Champion 2014. Well done Emma what a year you have had!
Trials Guru, John Moffat has a quick word with FIM Womens World Trial Champion, Emma Bristow at the start of the 2014 Scott Centenary Trial in October. (Photo courtesy: Penny Hutchinson, Leeds)
Sammy Miller; Emma Bristow & World Trials Champion Tony Bou at the FIM Gala in Jerez – Photo Copyright: Mark Walters Photography. Lochgilphead.
Photos: Jean Caillou; Eduardo Gomez de Salazar; Yamaha Motor Co.
Christian Rayer is a name not universally known in the UK, but is very well-known in his native France. Born in 1945, riding Greeves and Motobecane machinery in his early years as a rider, he was instrumental in the development of the first Montesa Cota 247 series trials machine which emerged in 1967, based and developed from the Spanish factory’s Impala engine design.
Prior to the Cota, this was the Montesa Trial 247 (11M), this model was launched at the Barcelona motor show and had a production run of only 44 units. Developed by Rayer/Pi in 1967. (Information provided by: Luis Munoz-Aycuens Ribas).
This was done in association with both Pedro Pi and England’s Don (D.R.) Smith feeding information back to the Barcelona factory, owned by the Catalan Permanyer family, based then at Esplugas de Llobregat.
Pere Pi was one of the Montesa factory development riders with Christian Rayer in 1967, seen here with another Cota Prototype.
One of the few remaining early model Montesa Trial 11M limited series production machines (B-577564). Developed from the prototypes from the Rayer/Pi/Smith era now in a private museum near Madrid, Spain (Photo: Eduardo Gomez de Salazar).
Christian Rayer on B-576140 the first prototype of the Montesa Cota in 1967
The 1971 production Montesa Cota which was a direct descendant from Rayer’s prototype machinery.
Rayer was six times French trials champion and rode the Scottish Six Days Trial three times on the Spanish marque. His main rivals of that era on the European trials scene were Sammy Miller, Gordon Farley and Don Smith (England) and Gustav Franke (Germany) who were all professional riders. Thereafter, in 1971 he was contracted by Yamaha to develop a trials machine. This he did with a 360cc prototype, using a mix of mainly Yamaha but also Saracen, Montesa and Ossa components.
Rayer with the prototype Yamaha TY (1971) in a company publicity brochure.
The trials model eventually became known as the ‘TY’ which stood for ‘Trial Yamaha’, Rayer again feeding back useful information to the Japanese engineers at the Yamaha factory.
Christian Rayer’s 1971 prototype built for Sonauto-Yamaha. Front hub is Yamaha 125, rear is Ossa, as is the swinging arm, front forks are modified Montesa. The first frame used was actually built by Saracen. This version used an Ossa frame. Originally had a 360 RT1 stock engine, then in 1972 received this works magnesium engine, also 360. – Photo: Jean Caillou
Rayer’s efforts paved the way for a full-on attack by the Dutch based competition arm of Yamaha Motor Co in trials, but now with Mick Andrews as their main factory rider in 1973. Andrews had been with Spanish rivals, Ossa from 1967, switching to Yamaha in a blaze of publicity.
Progression in 1972 with changes to the TY Yamaha already visible.
Rayer’s business acumen resulted in the creation of his dealership called ‘Moto 92’ at Chaville, a suburb of Paris, where he went on to develop up-rated motors for the Yamaha TY250; XT600 and other trail models. He was also the founder of the first riding school for off road riders near Paris and competed in the first edition of the famous Paris-Dakar Rally on the Japanese marque as an official team member, winning many of the individual stages in the process. Rayer also rode in the Enduro de Touquet, also as part of Team Yamaha and finished second overall from a start field of 1000 riders.
In later life, Christian took up para-gliding, diving, hunting and microlight aircraft piloting.
Nowadays Christian runs a business in Valbonne Cedex called ‘IP Moteurs‘ supplying after-market upgrade kits for Yamaha, Suzuki and Honda.
The Trials Guru salutes – Christian Rayer.
Christian Rayer of France is a Trials Guru – ‘Trial Legend’
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
The Premier Trial Website – Recording the History of the Sport 'Established 2014'
TRIALS GURU - DEDICATED TO TRIAL 