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Walther Luft

Walther Luft – Austria’s Innovator

Walther Luft and Mick Andrews with the KTM 325 – Photo: Alfred Wagner

Words: John Moffat for Trials Guru

Contributions: Hartwig Kamarad; Yrjö Vesterinen; Alfred Wagner & Max Hengl.

Photos: Alfred Wagner; Hartwig Kamarad; Hans Meditz; Iain Lawrie; Rainer Heise; Eric Kitchen; Graeme Campbell; Iain C, Clark; Ian Gibson; Jimmy Young; Justyn Norek; Trials.AT; John Moffat.

Walther Luft at the 1975 Scottish Six Days – Photo: Rainer Heise Archive

Acknowledgements: Motorrad Trial Museum Ohlsdorf/Hartwig Kamarad; Max Hengl, Austria; KTM AG, Mattighofen; Steyr-Daimler Puch, Graz; Alfred Wagner, Austria; Trial.AT, Austria.

Walther Luft (325 Puch) at Ricany in the Czech Republic – 1981

John Moffat begins the Walther Luft story:

I first met Walther Luft at my family home in Bathgate, West Lothian in late April 1970. He was entered for his first Scottish Six Days Trial along with his friend from Vienna, Peter Bous who was to ride a Bultaco.

SSDT photo from 1970, Gorgie Cattle Market, Edinburgh. Walther Luft (kneeling) is inspecting the 175cc Walwin BSA of Ross Winwood. The person to the right looking down is Peter Bous. the gent with the trilby hat is SACU Secretary and former rider, T. Arnott Moffat. On the far left is John Graham, SSDT Clerk of the Course that year. Walking away to right is Bob Paterson, former SACU President. Photo: Hans Meditz

Walther was a quiet man, he understood and spoke some English, but it was clear to me that he was very shy and reserved, that was until he had some wine! He was also quite humorous and would laugh at mildly funny things.

Austrian motorcycle manufacturer, Steyr-Daimler Puch were based in Graz, Styria Austria.

My task was to accompany them along with a Herr. Hans Meditz from Steyr-Daimler Puch, Graz. He was their effective manager for the event, Meditz, I later discovered had been an accomplished enduro rider for the Puch factory team and had competed in the International Six Days representing his native Austria. He was an employee of the factory, but I never found out what he did for a living, even although my family would visit him at his home in Graz when on holiday in Austria the next year.

Walther’s first foray into the most famous motorcycle event in the world attracted attention from the UK Puch importers, Steyr-Daimler Puch GB, who were based in Lower Parliament Street in Nottingham who sent up their UK General Manager, Peter Bolton and one of their technical salespeople. The Puch GB people travelled around the highlands in a brand new series 1 Range Rover with the private number plate 1 SDP. At this time, Puch were supplying 124cc engines, wheels and front forks to Dalesman in Otley, Yorkshire and had just started supplying Greeves with the six speed 169cc engine for the new Pathfinder which was being debuted by Bill Wilkinson, Derek Adsett and Scott Ellis in the SSDT.

My father, T. Arnott Moffat had made connections and friends while attending the ISDT at Garmisch-Partenkirchen in September 1969, this included some officials of the OAMTC and the German ADAC. He was always telling people overseas to come to Scotland and compete in the SSDT and this time it worked.

Peter Bous helps get Walther Luft’s 169cc Puch scrutineered at the 1970 Scottish Six Days in Edinburgh’s Gorgie Market. The official on the left is David Miller, holding the machine is Austrian Peter Bous and on the right the official is Ian Baird, son of the SSDT Clerk of the Course, George Baird. (Photo: Trial.AT)

He received correspondence from a connection in the OAMTC asking how to enter a couple of Austrian riders for the ‘Scottish’. Very much delighted to help, my father replied and put them in touch with the new SSDT Secretary for 1970, Jim McColm of the Edinburgh & District Motor Club and two entries were secured for the Austrians. Peter Bous would be allocated number 70 and Walther Luft, number 71.

Walther Luft (326 Puch) on Muirshearlich in the 1981 SSDT – Photo: Iain Lawrie, Kinlochleven

My mother made up the spare bedroom at our home in Torphichen street, Bathgate and I was despatched to my Gran’s cottage to allow my bedroom to be vacated, thus accommodating all our Austrian guests.

The contingent had arrived early for the trial and needed to make some preparations to their machines, so my resourceful father took them to Uphall Station, West Lothian where his friends, the Gillies brothers ran a large haulage business with extensive workshops, under the control, of Jim Gillies, a family friend. The Austrians were allowed access to all the tools and also welding equipment as Walther Luft was a blacksmith to trade.

Walther Luft gets on with a spot of maintenance during the 1970 Scottish Six Days Trial (Photo: Trials.AT)

My father suggested that the duo us a spare can for their fuel and I was told to paint their riding numbers on an old red Esso two gallon fuel can, which I did with Humbrol enamel in white gloss, I still have that can with its original brass cap, still showing the writing, ‘71 and 70 SSDT’.

SSDT 1970:

Peter Bous was very unlucky in his first SSDT, the crankcase seals on his Bultaco failed at the first fuel check near Culross, some twenty-five miles north of the start, however he returned a couple of years later with a Puch and received a finishers award.

Walther Luft was a serious rider; he took his sport and the construction of his special 169cc Puch very seriously. His preparation was total, I had the pleasure of not only watching him, but assisting him where I could.

In 1970 his Puch was in its preliminary stages of development, registered in Vienna (Wein) as W-30823, it sported an alloy fuel tank similar to that being used by the English constructor, Dalesman who were using 125cc Puch motors at that time. Finished with alloy mudguards and braced steel handlebars. Luft I then discovered, had made the frame and swinging arm himself, up until that point I assumed it was a factory bike. He also used Nylon 66 at around 5mm thickness for a sump shield, nobody at the weigh-in for the SSDT had seen such a sump shield made from plastic material before! Later he fitted American ‘Preston Petty’ mudguards to the Puch when they became available, then he used the British made ‘VF’ (Vacuum Formers). For controls he favoured the German ‘Magura’ brake and clutch levers.

SSDT 1970 – Group photo at the ‘weigh-in’ From Left: Walther Luft; Peter Bous, Tommy Ritchie; John Graham; Trevor Hay; Bob Paterson; Jackie Williamson; Unknown; John Moffat; Unknown; T.Arnott Moffat. Walther’s Puch is the number 71 machine – Photo: Hans Meditz, Graz.

The air-box was also made from sheet Nylon 66, and I noticed extensive drilling of many components for lightness. Walther referred to these components as ‘spetzial parts’, he was always experimenting with innovative ideas.

After all the preparations, Monday 4th May loomed, and the Austrians were standing by their machines in the Gorgie Market in Edinburgh for the start of the Scottish Six Days Trial. The weather was sunny and as mentioned Bous retired on the first day so was able to crew for his friend Walther.

1970 – SSDT – Gorgie Market. Bob Paterson (SACU Chairman) examines Walther Luft’s 169cc Puch. (W-30823 Vienna registration)

Walther was overjoyed at the awards ceremony in the George Hotel in George Street, Edinburgh on Saturday 9th May when he collected the ‘Edinburgh Trophy’ for the best performance by a foreign rider, fourth position in the up to 175cc class and was placed at 45th overall in the trial. This started a love affair between Luft and the SSDT, for he would return many times over the years.

Walther Luft gets his special 169cc Puch refuelled during the 1970 Scottish Six Days Trial. The fuel can still exists! (Photo: Trials.AT)

Early years:

Walther Luft was born at Süßenbach in the county of Raabs an der Thaya, Lower Austria (Niederoesterreich) on 15th November 1944, his father was a chemist, he had a sister.

Walther on his ‘self-made’ Puch special, a machine based on the Graz made moped in 1966

Walther was a trained craftsman, welder and turner. He ran a one-man company that carried out repairs and made bespoke machine tools and also made wrought iron work.

Luft took a liking to trials as it was a technical sport and suited his mentality and professional training, a thinking man’s sport.

In Austria, there were not many motorcycle trials dealerships and riders used home market road machines suitably adapted and modified. A popular conversion was the Puch SGS 250, a split-single two stroke which the factory produced ‘Gelandesport‘ models for speed events like the ISDT. Many riders geared these machines down for observed trials use.

Trials legend Sammy Miller had conducted some trials schools in Austria when riding for Ariel and these encouraged many Austrian trials riders.

The Austrians also ran many events through the winter months called ‘Winter Cup‘ series trials, these were very muddy type events, but proved popular. Walther wasn’t a great fan of these events preferring rocky sections and very steep climbs on which he excelled.

The Puch factory took notice of Walther and he received support from them with parts such as wheels, engine, suspension parts. There were some very clever engineers who worked at the Graz factory, but they were mainly engaged in the production of their GS or enduro models, ranging from 50 to 175cc. Many of the components were hand made by Walther, so his machines were very much ‘one-offs‘.

Austrian involvement:

Walther Luft wasn’t the first Austrian to take part in the SSDT, that honour belonged to Horst Leitner, who later became the Bultaco importer/concessionaire for Austria and Germany. Leitner rode a factory supported 250cc Puch SGS in the 1961 SSDT, but it resembled more of an enduro machine than a proper trials mount. Leitner would also sponsor Austrian champion, Joe Wallman from 1973 to 1979 on Bultaco Sherpas through his Austrian Bultaco dealership. Leitner was a multiple ISDT gold medalist and later produced the ATK Leitner motocross machines in Southern California in the USA and patented the ‘Leitner-Link‘ suspension system.

Development:

Ongoing development of the trials machine was always on Luft’s mind, he was a perfectionist and could not rest until something he was working on was 100% correct.

The Puch he rode was always a work in progress, by 1973, he had increased the capacity of the engine to a 250, actual capacity 244cc and had made a special fuel tank out of plastic, based on the tank element of the Bultaco Sherpa ‘Kit Campeon‘ tank seat unit. Walther had made his own mouldings and therefore had self-made his own tank for his Puch.

Copy-cat:

In fact Walther had fabricated in 1970, two nylon 66 tubes with suitable bracketry and fixings to enclose the rear drive chain of his Puch, this idea was subsequently copied by Montesa for the 1976 Cota 348 ‘Malcolm Rathmell Replica‘.

At this time, with the larger capacity engine, Walther was constantly tinkering with carburation and exhaust systems. At first he used glassfibre wool as silencing and to create sufficient back-pressure for the loop-scavenging two-stroke Puch engine. He then tried  wire wool as he found that the glass wool was prone to burn out rapidly and he was losing the back pressure mid event. His engines were all six-speeders.

The fork yokes were alloy items, but extensively drilled and sometimes the holes filled with nylon 66 rod, such was his attention to detail.

In 1971, in his second SSDT, Walther was again the best foreign rider and came home in 31st position, the Puch was by now a 169cc capacity, listed as a 200. The following year, he was logged as 29th position overall and the Puch‘s capacity listed as 187cc. The best foreign rider was rising Ossa star, Thore Evertson.

1973 was a good year for Walther on the 250cc Puch Special, he won the Santigosa Three Day Trial in Spain (Tres Dies de Trial de Santigosa) beating Bultaco rider Charles Coutard and Spaniard Fransec Paya (Ossa) and also took the best 250cc cup. He travelled to events alone in a dark green VW 1600 Variant estate car with the Puch inside, with its wheels removed and his luggage alongside. Walther by now always stayed with the Borthwick family in Blacket Avenue in Edinburgh’s southside prior to the SSDT to be close to the start.

In the Scottish Six Days he was ninth in the 250cc class, and nineteenth overall in the event. The best foreign rider was again Swede, Thore Evertson on the works Ossa in fifth position.

Walther Luft (left) chatting with T. Arnott Moffat at the finish of the 1973 SSDT at Blackford Hill, his factory Puch with it’s event number plates already removed – Photo: John Moffat

At the finish of the SSDT at Blackford Hill, Edinburgh, Walther was approached by Martin Lampkin and Malcolm Rathmell, the eventual trial winner and asked Luft for a quick spin on the Puch. Rathmell was first to try the peppy machine, before handing it to Lampkin. Martin, not realising how powerful Luft had made the motor almost lost it when he opened the throttle, it gripped on the hard pathway leading up to the Blackford Hill Observatory. He had a broad smile on his face when he handed the Puch back, undamaged, but he came close to looping it in front of witnesses.

Walther Luft on the 250 Puch at Gefrees, German World Championship round in 1975 – Photo: Rainer Heise Archive.

Walther 1973 season was dotted with success, apart from his Santigosa win he also achived the following:

Triumph Club, Castrol Trial at Tulln in March, second place overall; – International Trial at Saint Llorenz de Mont in Spain, third place overall; – International Trial at Bergamo, Italy in June, sixth position; - International Trial at Muhldorf in June, first position; – International Trial in Konstanz in July, first position; – European Championship round in Finland, August, nineteenth position; – European Championship round in Sweden, ninth position; – International Trial at Marburg, Germany in September, first position and the European Championship round at Keifersfelden, sixth position. [1]

Walther Luft’s 326cc Puch, captured at the Scottish Six Days Trial in 1981, this photo shows clearly the nylon chain tubes copied by Montesa years after the system was pioneered by Luft – Photo: Jimmy Young, Armadale

In the 1974 SSDT, Walther posted a fine fourteenth position and the Puch was listed as a 250, five marks behind German Champion, Felix Krahnstover on his Montesa.

However, what was overlooked in the 1974 Scottish Six Days was that Walther had made the best performance of the trial on the very last day, the Saturday, which earned him the Ossa UK trophy, surrendering only 1 mark that day.

Felix Krahnstover centering a front wheel on his Montesa in 1974 – Photo: Rainer Heise Archive

1975 was the last year Walther would be on his faithful Puch and he was now accompanied by friend, central heating engineer, Walther Wolf from Ernstbrunn in the district of Korneuburg in Lower Austria, north of Vienna. They travelled to Scotland in Wolf’s Fiat 238 van.

The Austrians even managed a little sponsorship from the Erste Bank der Oesterreichischen Sparkassen AG in Vienna. The bank’s logo was emplazoned on their riding jackets.

1975 SSDT on ‘Laggan Locks’ riding the Puch now a 248cc, he finished in 20th position overall

By now several Austrians were competing in International trials, including Joe Wallman, Gottfried Engstler on Bultacos and Walther Wolf. Walther Luft would shortly debut the prototype KTM 250 ‘Trial‘ along with German Trials Champion, Felix Krahnstover.

Watched by Swede, Thore Evertson, Walther Luft tackles ‘Laggan Locks’ in the 1976 SSDT, the first year that a KTM took part in the event. Photo: Ian C. Clark, Fort William

As said, Walther was always experimenting with components of his machines, reknown German photographer, Rainer Heise attended the Scottish Six Days many times and of course concentrated in the German riders and the Austrians.

Rainer Heise: “I can’t remember exactly which year, Walther showed me the rims of his machine. He had made them himself from carbon material and assembled them with hub, spokes etc. to make a complete wheel. At that time, the use of carbon was almost completely uncommon at trial.“

Walther was innovative, he was a thinker and new materials made him wonder if they could be used to lighten his machines further, this was at a time before even mountain bike technology had taken hold.

Walther Luft on the experimental 250 KTM on ‘Laggan Locks’ in 1976 – Photo: Rainer Heise

KTM Cometh:

KTM – Kronreif und Trunkenpolz, logo from 1975

The rival KTM (Kronreif und Trunkenpolz, Mattighofen) concern, based at Mattighofen in Upper Austria were eyeing up the burgeoning trials market and began developing their own trials machine in 1975, first a 250, followed a year later with a 325cc engine.

Walther Luft on the 250 KTM Trial prototype in the 1976 SSDT on the first day section ‘Edramucky’

The trials project had the blessing of Hans Trunkenpolz. The firm were reknown for their high build quality and their trials machines were no different, but bespoke.

KTM were world class at motocross and enduro, here is Russian world champion Gennady Moiseev on his factory KTM – Photo: Justyn Norek

They shared few components with the ‘MC‘  motocross or ‘GS‘ enduro spec models of that time, much of the prototype trials machines components were custom made.

The factory KTM 325 prototype of Walther Luft in 1977 – Photo copyright: Graeme Campbell

In charge of the engineering for the trials project was Heinrich Weiditz at the KTM factory, everyone at Mattighofen was enthusiastic about the ‘Trial’ project.

Walther Luft on the 325 KTM 6-speeder at a World Championship round in Czechoslovakia. – Photo Hartwig Kamarad

Max Hengl, a friend of Walther Luft takes up part of the story:

“Since I was Walther Luft trained, he was able to put me in touch with KTM, who were looking for a young Höhere Technische Lehranstalt educated engineer to build their trials bike. There I got to know Walther as a recognized expert.  He had more or less single-handedly developed and built the KTM trial machine. I remember a phone call from him to the factory in Mattighofen, where he told me that on the way to an important event, a car collided with his trailer and the KTM was badly damaged. He was now coming to the factory and I was supposed to help him get his motorcycle back in working order. A few hours later he showed up at the development department and showed me the damaged KTM. In addition to the handlebars, the tank and the side panels were broken. Since the machines developed in the factory already had a different frame, their tank did not fit on Walther’s machine. We worked through the night trying to somehow get a rideable motorcycle ready. Rarely have I seen Walther so desperate, as he could not do a perfect job in the time available. In the morning, he reluctantly loaded the assembled KTM onto his trailer, which had also been repaired, and drove to the trial. He was pretty angry with me when he lost the tank in a crash. This tarnished his image, but he was able to attend the event and that had been the declared goal of the night session. But Walther doesn’t hold a grudge and so he had to laugh about the situation himself.“

Max Hengl (left) with Peter Bous who entered the 1970 SSDT with Walther Luft – Photo: Alfred Wagner.

With the trials engines based on the bottom half of the 400 enduro model, which had an actual capacity 355cc, Walter rode three SSDTs on the KTM brand, Krahnstover went back to ride a Montesa in 1977, returning in 1978 on the 325 KTM. Walther Luft came home in twenty-sixth position at the SSDT in 1977.

1977 on ‘Kilmonivaig’ in the SSDT the KTM was now in 325cc trim – Photo: Iain C, Clark, Fort William

Walther was in thirty-eighth position in 1978, back on the 250 machine, but the decision was made to scrap the project, siting the high demand for their motocross and enduro ranges and strong orders from the American market where the KTM had been previously re-branded ‘Penton’. The size of the trials market being considerably smaller, being the rationale for the shelving of the ‘Trial’ enterprise.

At the 1978 Scottish Six Days, Walther, riding the 325 KTM was a member of the Best Foreign team, winning the ‘Scotia Trophy’ for Team Austria along with Joe Wallmann, Freidl Engstler and F.W. Trummer.

Walther Luft on the 325cc KTM Trial on ‘Blackwater’ in the 1978 SSDT – Photo: Iain Lawrie, Kinlochleven

KTM TRIAL today:

There were four KTM Trial 325 machines made at the Mattighofen factory by the Trial Project, one of which survives in the Mottorrad – Trial Museum, Weinbergstraße 66, 4694 Ohlsdorf, Austria in the prinicipality of Gmunden, Upper Austria, some 74 Kms east of Salzburg. The curator is Hartwig Kamarad who has a fine collection of trials machines and memorabilia on display. The KTM in Trialmuseum is that of Hans Trunkenpolz and has the frame number 4.

Walther Luft on ‘Garbh Beinn’ section in the 1978 SSDT on the 325cc KTM

Fahren mit Bultaco:

1979 and Walther Luft was on a private Bultaco 325cc Sherpa, seen here at the Trial De Sant Llorenc – Photo copyright: Juan Luis Gaillard Archive.

With the disbanding of the KTM trials project, a disappointed Walther started riding a private 325 Bultaco, but of course a heavily modified machine. Walther really wanted KTM to proceed with series production of a trials machine, but his dreams were shattered. Luft was no stranger to the Spanish Bultaco brand, having built and tested a special frame for World Champion, Yrjo Vesterinen. There was only one problem, Vesty found the machine just too light! Luft had gone to town and lightened the chassis beyond belief, making it difficult to find grip.

Walther Luft’s private Bultaco 340cc 199B with modifications to airbox and crankshaft mounted clutch. Photo: Ian Gibson

Yrjö Vesterinen: “The weight balance was out between the front and the back of the bike. Walter managed to take too much weight off the front end. This made the bike very difficult to ride in sections.

The bike went back to the Bultaco factory, it was effectively cannibalised for its parts, and I remember seeing bits of it on Manuel Soler’s bike after that. It is a pity I could not have saved it for posterity.

Walther Luft prepared Bultaco for Yrjo Vesterinen – Detail of the lower frame area and motor mount, engine bolts and brake pedal, all duly lightened by drilling.

Why did I do this? When the new 159 model came out, I really liked them. However, I also noticed that it had become heavier than the 133 model prototypes that we rode previously. I was convinced that by making it lighter it would make it easier to handle. I managed to convince my team boss, Oriol Puig Bulto, to have a special machine built and lightened by Walther. Walther was of course famous for his ultra-light Puch machine that he had built for himself. He took the job on and started working on my machine in Vienna. The outcome was it weighed about 11 kg less than the standard works machine did at the time. This was a beautiful testament to Walter’s engineering skills. He had lightened pretty much every part and fabricated numerous parts from lighter materials. Initially I thought that this machine was a winner. However, the more I tested it, the more obvious it became that the weight distribution of this otherwise very special machine was not right. I struggled to keep the front wheel on the ground on steeper sections. I had to lean more forward to compensate which meant that I would lose the grip with the rear wheel.”

Walther Luft Bultaco preparation for Yrjo Vesterinen – Detail of the lightened cyllinder and head of the 325cc Bultaco motor

Back to standard, well almost:

Vesty: “With great frustration I had to revert back to the more standard machine. Oriol was not best pleased as this project had cost a small fortune. My results were badly affected by this machine that I could not ride very well. The ultimate outcome was that the standard machine was proven to be a winner and ultimately everybody was smiling again! I did initially take a few nice parts of the Luft Special, for my own bike before the others helped themselves for the rest.

After that I never saw it again. I felt extremely sorry for Walter Luft, a good friend of mine who had done a very big, as well as expensive, job to build this bike and I just could not ride it. It needed more testing, but the time did not allow that as I was right in the middle of the first half of the 1976 World Championship season.”

The Vesterinen Bultaco, modified by Walther, had a frame that was extensively drilled, along with the rear engine mount, cylinder head, cylinder barrel and other components.

Walther Luft catches up with old friend and sparring partner, Joe Wallman – Photo: Alfred Wagner

Full circle:

1980 arrived and that marked ten years of riding in Scotland for Walther Luft as well as five years competing in World championship trials and he was still on the 199A Bultaco with his own modifications. He was now thirty-six years of age, so technically passed his prime, but still capable and keen. Later he used a much modified 199B Bultaco in trials.

Walther back on his Puch in 1981 SSDT on ‘Mamore’ – Photo: Iain Lawrie

According to Charly Dematheu’s Trialonline website, Walther Luft had amassed 94 world championship points and highest place was 18th.

Walther Luft explains his final form Luft/Puch to Mick Andrews – Photo: Alfred Wagner

When Walther came to near the end of his competitive era, he switched back to his beloved Puch, riding it in the 1981 SSDT, until he switched to a Rotax powered Aprilia, again heavily modified in the mid 1990s.

Walther Luft (250 Puch) on ‘Witches’ Burn’ in the 1985 SSDT – Photo: Iain Lawrie

The millenium Scottish Six Days, 30 years after Walther’s first ride in Scotland.

Seen here in the 2000 SSDT on the water-colled Aprilia which was much modified, Luft style.
Walther Luft at the start of the 1998 Scottish Six Days in Fort William with his specially prepared Aprilia – Photo: Eric Kitchen.

A little more information on Puch:

Johann Puch was born in 1862 to Slovenian parents in Ptuj in Lower Styria, Austria. Having been an agent for British Humber bicycles, he started making his own cycles, motorcycles and other automotive products in 1899 at Graz in Austria. He was classed as an industrialist, his company became part of the Steyr-Daimler-Puch conglomarate and made cycles, motorcycles, automobiles and eventually off-road vehicles for military and commercial uses. Up to 1914, Puch had produced 21 different cars, lorries and buses. The company was quite humanitarian in it’s outlook, providing accommodation for its workforce in the city of Graz near to the factory. Mentioned in this article, Hans Meditz was heavily involved in the Puch ‘Haflinger’ which started production in 1958 and the larger ‘Pinzgauer’ introduced in 1970, both off road vehicle projects, both 4×4 vehicles with many uses. Puch was reknown world-wide for its four wheel drive systems. Meditz appears to have started work with the company around 1963 until his retirement. Meditz was not only involved with producing vehicles, but also in the building of Puch workers houses. To make sure the Puch employees were involved with the contruction, lots were drawn to allocate the occupation of the first houses, a novel idea. It is important to remember that in 1975, when Luft went to KTM, Puch secured the World 250cc Motocross Championship with Belgian, Harry Everts.

In August 2025, John Moffat from Trials Guru website visited the 1st European Trial Museum at Ohlsdorf, Upper Austria and met with the curator, Hartwig Kamarad to present Trials Guru ‘Trial Legend’ caps to both Walther Luft and Joe Wallmann. There are only 25 ‘Trial Legend’ caps worldwide.

Trial Friends at Ohlsdorf, Austria in August 2025. Hartwig Kamarad; Walther Luft; John Moffat and Joe Wallmann. Photo: Alfred Wagner

Austria Trial Champions:

1969 – OSTG Trial Cup: 100cc – Joe Wallmann; 200cc – Walther Luft; Over 200cc – Walther Wolf.

1970 – OSTG Trial Cup: 100cc – Joe Wallmann; 200cc – Walther Luft; Over 200cc – Walther Wolf.

1971 – Osterreichisher Shell Trial Pokal: Walther Luft

1972 – Osterreichisher Shell Trial Pokal: Walther Luft

1973 – Osterreichisher Shell Trial Pokal: Walther Luft

1974 – OSK Pokal: 250cc – Franz Trummer; Over 250cc – Joe Wallmann

1975 – OSK Pokal: 250cc – Franz Trummer; Over 250cc – Joe Wallmann

1976 – Stattsmeister: Joe Wallmann; OSK Pokal: Franz Trummer

1977 – Stattsmeister: Joe Wallmann

1978 – Stattsmeister: Gottfried Engstler

1979 – Stattsmeister: Gottfried Engstler

1980 – Stattsmeister: Franz Trummer

1981 – Stattsmeister: Walther Luft

Bibliography/Research:

Article: ‘Mein Freunde Walther Luft‘ – Max Hengl.

Motorradsporterfolge (Motorcycle Racing Successes) – Steyr-Daimler Puch verlag 1973. [1]

Steyr-Daimler Puch AG, Graz, Austria

Trial Guide – Hartwig Kamarad – Trialmuseum Ohlsdorf.

Trialonline.org – Charly Demathieu

‘Six Days In May’ – Twenty-Five Years of The Scottish Six Days Trial : 1970-1994 – Jim McColm

Article copyright: John Moffat/Trials Guru 2023

Photographic Copyright: Individual photographers as captioned.

1976 SSDT – 250 KTM – ‘Callart Falls’ – Photo: Eric Kitchen

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.

motorcycles

The Mysterious STAG

Researched and written by Trials Guru’s John Moffat in 2021, we discover the story of Don Smith’s contract breaking STAG MK1.

Words: John Moffat/Trials Guru

Photos: Mike Watts; Bob May; OffRoad Archive; Don Smith Family Collection

Additional Information on Don Smith: Amanda Lazenby

Don Smith with his creation The STAG MK1 at Edinburgh’s Gorgie Market on 3rd May 1970 – Photo courtesy of Don Smith Family Collection.

As an enthusiastic schoolboy, John Moffat attended the Scottish Six Days Trial 1970 for the first time. There was always a buzz of excitement at the opening ‘weigh-in’ at Edinburgh’s Gorgie Market, with the flurry of activity with riders and mechanics making last minute changes and adjustments to their machines. There was one such machine that was unveiled to the trial’s community on 3rd May, it captivated many people that day.

The Monarch of the Glen is an oil-on-canvas painting of a red deer stag completed in 1851 by the English painter, Sir Edwin Landseer.

The stag in the painting is classed as a ‘royal stag’ due to having twelve points or ‘tines’ to its antlers, to be a ‘monarch stag’ it would have had to sport sixteen points, so, in reality, is flawed.

That did not stop copies being sold and advertising budgets spent on the copyright to use the image on shortbread tins, the world over.

The stag we are going to describe is somewhat different to the famous piece of art revered since the 1800s, one which was never copied nor produced in numbers for sale. In fact, only one such example ever existed, the STAG MK1 – and it still does!

Greeves, Great Britain:

Don Smith (252 Greeves) negotiates ‘Glen Ogle’ on the first day of the Scottish Six Days Trial – Photo: OffRoad Archive.

Donald Roland Smith, or ‘D.R.’ to his many friends, was a development rider who came to the notice of Thundersley based Greeves motorcycles in 1960 and who switched camps in late 1967 to join the Spanish Montesa trials effort to front the development of their new Cota trials mount.

Don Smith had an uneasy relationship with Bert Greeves, and it is safe to say he did not agree with the Greeves strategy to remain faithful to the alloy beam frame design that made the Thundersley products unique.

With Greeves, Smith won the European Trials Championship in 1964 and 1967. Smith won ten consecutive internationals and British national trials, which included the Hoad Trophies, Perce Simon, Cotswold Cup, John Douglas, Mitchell, and Beggar’s Roost.

Don had however tried his best to convince the directors at Greeves to create a new and up-to-date machine; he even offered to do it himself.

To his delight they eventually gave him the go ahead, but they pulled their permissions at the very last minute.

Feeling rejected, that was the last straw for Smith, so he handed in his resignation. After leaving Greeves he bought a production 250cc Bultaco in September 1967, registered as SGH4F and rode it privately in ten events.

He gained seven firsts, one second and a hard-fought third.

Permanyer S.A. :

Don Smith at the final machine examination of the SSDT at Blackford Hill, Edinburgh in 1969 – Photo: Bob May, Edinburgh

The motorcycling press had a ‘field day’ reporting on Smith’s solid results on the model 27 Bultaco Sherpa and when they commented that he was not linked to any factory, this probably spurred on the Montesa management to invite him to join them to assist in the design and development of their new Cota model.

Don decided that he would contact the then British Montesa importer, John Brise at Montala Motors Ltd, based at Crayford in Kent, but he was not just going to give the benefit of his fifteen years of challenging work and experience for free, he wanted a proper contract.

It was a case of no fee, no opinion, no advice.

He had a test ride on the machine and Brise asked for Don’s feedback, but before Smith had even finished his first sentence, Brise had his pen and paper ready for notetaking.

Smith told him that he must be kidding and until they had discussed a contract, he was not speaking another word, so a contract was drawn up and signed by both parties.

The Montesa Cota, designed to challenge the well-established Bultaco Sherpa, was to be a more traditional frame design than the Greeves models that Smith had campaigned for years, but had many modern innovative features such as the one-piece tank/seat unit in glass reinforced plastic, a single downtube tubular cradle frame and novel features such as a chain lubricator built into the swinging arm. The Cota engine had a softer power delivery than its main rival, the Sherpa.

Defection beckons:

Don Smith was to campaign the Montesa Cota for three seasons, starting with his UK registered Cota MK1 ‘UMV10F’ from 1968, securing a third place at the Scottish Six Days and winning the European Trials Championship for them in 1969, but he was concerned that he would eventually become frustrated if his ideas were ignored by the Esplugues, Barcelona factory.

Don Smith was known the world over, evidenced by this North American Montesa advert from 1969. The advert refers to World Champion, whereas the title was actually European Champion.

He had also recognised that the mighty Japanese factories were taking a keen interest in trials as a new sales market. Understanding the politics of the sport and the manufacturers, this caused Smith to think carefully about his future in the game, given that a new dawn in trials was emerging.

Smith’s decision to wriggle free of his Montesa factory contract was ensured by Don building his own machine, the STAG MK1 in late 1969. This would enable him to keep riding and develop his own ideas on his own machine without any factory involvement, he was a free agent. Unfortunately, his retail business Don Smith Motorcycles Ltd in Winchester Road, Highams Park, Chingford, North East London which he founded in 1960, was faltering and his fortunes were understandably at a low ebb.

The STAG MK1 is born:

Photo: Mike Watts

Built as a development machine to evaluate and promote Smith’s ideas on machine design, the STAG MK1 was registered AYN15H, taxed in January 1970 at Greater London licencing office as a ‘STAG’, colour blue, and engine size of 247cc.

The STAG’s wide spaced twin downtube cradle frame, necessary to accommodate the Montesa motor, which had an offset exhaust port, was plated in matt finish nickel for a durable finish and looked resplendent when Smith weighed the machine in for the 1970 Scottish Six Days Trial, which was its first public appearance on the 3rd of May.

The knowledgeable enthusiasts who surrounded Smith’s machine at Edinburgh’s Gorgie Market noted that the engine was in fact a standard Montesa Cota 247cc unit with the large ‘M’ symbol having been machined off the outer clutch and ignition casings.

The Montesa Cota 247 engine of the type used to power Don Smith’s STAG MK1.

The talk of Gorgie Market that day was: “Looks like Don Smith has fallen out with Montesa.”

Full Specification:

But it was not a Montesa they were looking at, far from it. The ever extrovert Smith was keen to show off his handiwork.

Front suspension was taken care of by a set of Robin Humphries manufactured REH forks, yokes, and front hub, with a matching rear hub of conical design. The Ron Goodfellow built ‘Saracen’ of the period also used this same set up, as did the motocross version of Pete Edmondson’s ‘Dalesman’ which used the same front-end arrangement but used a Puch rear hub assembly.

Photo: Mike Watts

Wheel rims were ‘Dunlop’ chrome plated steel components front and rear, shod with Dunlop Trials Universal tyres, 4.00×18 rear and 2.75×21 front, the standard fitment of that time.

Don Smith’s signature on the tank of the STAG MK1 – Photo: Mike Watts

It is believed that the fuel tank was a heavily modified and disguised steel Japanese component, possibly from a Honda, which was re-shaped at the rear with fibreglass to allow it to match up with the pressed alloy side panels, thus creating a one-piece unit ‘look’ but retaining three separate components, this was complimented by a W.E. Wassell style single padded seat up top and light alloy mudguards finished the machine off.

The tank and side panels were finished in a dark blue with white infill panels and a gold lining using vinyl lining tape, between the blue and the white, it had four tank badges with a gold stag’s head against a dark blue background fixed each side of the tank and both the side panels.

Photo: Mike Watts

On closer inspection, the stag’s head is sporting ten ‘tines’, which is biologically incorrect, as they should have either twelve or sixteen tines as mentioned earlier! This would not have bothered D.R., after all, it was a name and logo used to disassociate him from the Montesa brand.

Drive chain adjustment was taken care of by simple snail cams on the end of the rear spindle and the Girling four-point adjustable shock absorbers were attached to the swinging arm close to the rear wheel spindle.

Photo: Mike Watts

Smith had fitted a ‘Sammy Miller’ alloy chain oiler, hidden behind the nearside panel and a trailing slipper chain tensioner took care of chain tension.

The rear brake was cable operated as the Montesa had a right-hand gear change with offside drive. The Montesa Cota 247 of the era had a full width hub which allowed for a rod-operated nearside brake.

A quickly detachable light alloy sump shield was fitted to protect the crankcases, the crafty Smith made use of the cavity between the engine and shield to store a spare drive chain in a sealed polythene bag for the 1970 Scottish. This innovation ensured that the heavy spare chain was carried on the bike in a low position, a sensible idea. A spring-loaded prop stand was fixed onto the nearside of the lower frame, being a requirement of the SSDT regulations. Sadly, the side stand has been lost over the years, but the bracketry remains. The footrests were of the folding type and spring-loaded, a feature Smith claimed was his innovation on the Montesa Cota having ridden for West Ham and Hackney speedway teams where folding footrests had already been in use before they became standard trials equipment. It is believed that Smith was the first to deploy a folding type footrest in speedway racing for safety, and by fitting a spring for trials use ensured that it returned to its original position after flicking up.

The unbraced handlebars had the brake and clutch perches welded to the bars, reminiscent of what Sammy Miller had on his own Bultacos. This saved weight and ensured that the set-up never altered in a fall. Docherty steel ball-ended control levers were fitted.

The whole package was neat and functional.

John Moffat: “I remember standing on the cobbled alleyways of Edinburgh’s Gorgie Market in early May 1970, my eyes were feasting on the machines of my then heroes, men who in my later years would become personal friends and aquantances, although I didn’t know that back then. I walked along to see this white and blue bike standing proud on it’s side stand with it’s rider to be, Don Smith. He moved away towards the Renolds chain van, staffed by Vic Doyle and I stood in wonderment of the bike that people were calling ‘The Stag’. I was captivated with the machine. Then suddenly a man appeared at the other side of the bike, towering over the machine, it was Don Smith in person, he smiled at me, but didn’t speak, and being a twelve-year-old I stood back to let him carry on preparing his machine. I never spoke to him, which I regret now, as I now know he was quite approachable. But the STAG was etched in my mind. I asked my father, T. Arnott Moffat, at that time General Secretary and Treasurer of the Scottish ACU about the bike. He simply informed me that Don Smith wanted to get out of riding for Montesa and he reckoned this was Smith’s method. I never forgot the Don Smith STAG.”

Power source:

The engine was standard 247cc Montesa Cota issue, retaining the exceptionally long inlet manifold and breathed through a type 626 Spanish AMAL carburettor. Having ridden for the factory, Smith would have had access to spare motors during his time with the company, so it made sense to use an already proven power unit for the STAG venture. The engine in the STAG Mk1 has been number stamped when the bike was constructed. It could have been a spare un-numbered engine as factories tended to do that with crankcases that were supplied new to replaced damaged components, certainly the motor does not have the usual Montesa numbering protocol. The original registration book and the current DVLA documents confirm this.

Hugh McDonald of Fort William in the 1959 SSDT on his Royal Enfield.

As mentioned, Don Smith used his STAG MK1 to signal the end of his three-year contract with Montesa, however it is believed that he may have been financially supported with the STAG venture in the 1970 Scottish by Fort William businessman, Hugh McDonald who owned a gents outfitter shop, trading as ‘Alister McDonald’ at 64-66 High Street.

It has been confirmed that Smith stayed at McDonald’s house, ‘Failte’, Achintore Road on many occasions and during the 1970 event in particular, he was also transported to the trial start in Hugh’s car that year. The SSDT started and finished in Edinburgh and was centred in Fort William during the bulk of the week.

To go a stage further, it may be this Scottish highland connection that could have spawned the naming of the STAG itself, but no-one knows for sure, not even the McDonald family who still live in Fort William.

Current owner Mike Watts dispelled that myth: “When I spoke with Don Smith shortly after buying the STAG, he told me that the STAG idea came from the badge of the West Essex MCC of which he was a member.”

West Essex MCC badge – Photo: Don Smith Family Collection

The 1970 Scottish:

Having been entered by Montesa Motor Cycles on a 247 Cota, Don Smith was allocated riding number 101 for the 1970 Scottish Six Days, which was the trial secretary Jim McColm’s first event in charge. Smith was his usual flamboyant self at both the weigh-in and the start on the Monday morning, 4th May at Gorgie Market. He was no stranger to the Scottish, having ridden in the annual event since 1960. The appearance of the 247 STAG MK1 instead of a Montesa, generated a lot of interest and excitement, but the proof of the pudding would be in the eating, the SSDT being the ultimate test of rider and machine.

Having caused a veritable ‘stir’ at the weigh-in of the event on the Sunday, the tongues were wagging, and trials fans were keen to see how the STAG performed.

Smith was an extrovert and very much a fun-loving rider, he rode to win, but enjoyed winding other riders up. Mid-week, he decided to have a bit of a dice on the road with a fellow competitor and during this high-speed encounter, the STAG’s gearbox cried enough! The Montesa Cota was known for having gearbox issues and the motor used in the STAG MK1 was no different, the gearbox was fragile and that ended Smith’s 1970 Scottish.

Repairs were made post event and Smith campaigned the STAG in national trials for the remainder of the season.

The STAG today:

Happily, the 1970 STAG MK1 has survived intact with very few components being changed over the years.

Middlewich gift shop owner and motorcycle enthusiast, Mike Watts brings the story up to date:

“I spotted a classified advert in Trials & Motocross News in 2004 which offered a 250 Montesa Cota Special for sale, I was intrigued, so went to a village near Norwich to have a look at the bike. The seller rode speedway and his race bike had suffered a major engine failure and he was funding the repairs by selling the old trials bike that had been languishing in a corner.

When I saw it, I knew exactly what it was, and I was keen to have it. The owner clearly did not know that he was selling a unique piece of British trials history, so I did the deal, paid the price, and took the STAG home.

Many of my friends have since told me to do a comprehensive restoration to put the bike back to as new condition, but to be honest I do not want to touch it. The STAG is now fifty-one years old, it is in one piece and apart from a replacement ignition casing, it is pretty much as Don Smith rode it, so I plan to leave it exactly as it is. It maybe did not survive the 1970 Scottish Six Days, but it has survived the test of time. I also have the original registration documents, which is another component of the bike’s history.”

Watts met Essex born Smith, who was guest of honour that same year at the British Bike Bonanza and he was reunited with his STAG. This turned out to be a once only reunion as Don died in the October, having suffered a stroke at home and a fatal one in Addenbrookes Hospital, Cambridge. He died on 6th October 2004 aged 66 years.

Watts: “Don was delighted to see his old STAG and we talked for well over an hour, at which time he pointed out all the features he had designed, including the tank and side panel badges which he made himself.

Don could not remember which tank he modified to fit the STAG, nor why he used a steel tank and not an alloy component.

I was delighted when Don signed the fuel tank as a memento of the reunion.

He told me the most challenging components were the side panels which took ages to fabricate. My only regret is that I wasn’t able to record our conversation that day, he was so forthcoming with information and happy to talk about his creation.”

What it was and what it is:

The STAG MK1 was primarily a prototype machine for Smith, a test bed to evaluate innovative ideas in trials bike design. It was also a statement that Smith was available for hire in the trials job market. The STAG was like a mobile CV, and it was also a stop-gap machine until something else came along. This happened when Don Smith signed with Kawasaki to develop their ‘KT’ machines in 1972, but that is another story.

Whilst it did not win any major events or set the trials world alight, the STAG fulfilled its purpose and fortunately for trials enthusiasts, it has survived in an unmolested form for over half a century.

The bike is in good condition considering that it has been left unused in storage for many years, the REH forks are now badly pitted and would require hard chrome plating before they could be functional, and the whole machine would need to be carefully recommissioned before being used in anger.

Some would say that it is a shame that it is not ridden anymore, but for the current owner of the STAG, Mike Betts, it is an interesting part of British trials history that has been preserved, a machine he is proud to be the custodian of.

The STAG MK1 is a survivor, it is a part of trial history, let us be thankful of that at least.

Resource for private study: Ride It! The Complete Book of Motorcycle Trials – Don Smith 1975; 1976; 1977 & 1978 – Haynes Publishing. ISBN 0854291652 (Out of Print)

With thanks to: Mike Watts, the current owner of Don Smith’s STAG; Amanda Lazenby, Don’s youngest daughter, for information received for the writing of this article.

Article Copyright: John Moffat/Trials Guru 2023

You are reading this for free!

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.

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Doug Lampkin’s Wheelie

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Dougie Lampkin MBE – Photo: Kimages/Kim Ferguson

Trials Guru takes this opportunity to congratulate Dougie Lampkin MBE (12 times World Champion) on completing his ‘one wheel’ ride of the entire TT course on the Isle of Man on Sunday 25th September 2016.

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Dougie Lampkin on his specially adapted Vertigo 300 which he used for his one-wheeled lap of the Isle of Man ‘Mountain Circuit’ on 25th September 2016. – Photo courtesy: Dougie Lampkin Publicity/Red Bull TV (copyright)

…

Twelve times FIM World Trials Champion, Dougie Lampkin added another achievement to his long list of attainments, when he successfully ‘wheelied’ his modified Vertigo around the 37 ¾ mile Isle of Man TT Mountain Course on Sunday 25th September. This is the first time it has been done continuously without the front wheel touching down until he crossed the finish line.

Previous attempts were made as early as 1976 by stunt rider, the late Dave Taylor on a Yamaha XS650. Taylor made various attempts over the years during TT week, however it was never documented and therefore assumed that he failed to complete a full circuit with the front wheel off the ground.

Known as The Wheelie King, his last attempt was in 1993. His daughter, Katie Taylor spoke to Trials Guru:

“Dad did his last wheelie attempt in 1993, but he did it with a broken wrist. He touched down because the rear brake link broke on his machine. By then he was suffering with terminal cancer quite severely. He had stomach cancer but by then it had spread to his throat. He also did this attempt all in the name of charity, riders for health, he was never paid for it”.

Taylor died in 1996 aged 53, he had been for many years a leading road safety campaigner in an effort to make motorcycle riding safer.

The Lampkin/Vertigo/RedBull attempt was watched live by many thousands of people on Red Bull TV, Lampkin’s main sponsor.

Many months of training and machine preparation went into the attempt. The Vertigo Combat machine was modified slightly to enable a serious attempt at the feat. The bulk of the modification work was undertaken by Hope Technology of Barnoldswick, Yorkshire with considerable input by life-long friend, Blackie Holden, himself a former trials rider.

Valuable input was received from the Vertigo Technical Manager, Francesc Romani.

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Detail of the specially made auxiliary fuel cell, added to increase the range but also to assist in steering the Vertigo when on the rear wheel – Photo: Dougie Lampkin

The modifications included a special footrest set up with hydraulic brake mechanisms mounted on the rear wheel spindle to allow Lampkin to stand bolt upright and to lower the centre of gravity when the front wheel was pawing the air.

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Detail of the footrest/rear brake fitment by Hope Technology – Photo: Dougie Lampkin

A 36 volt electric motor was attached to the front wheel hub, with a special twin rear brake caliper set up designed to cope with the excess heat generated during the extensive downhill parts of the Isle of Man TT course. The two-separate brake systems were operated by Dougie by both a foot pedal and a hand lever, which was mounted on the handlebars where the front brake lever would normally be fitted.

The front wheel was effectively kept spinning throughout the attempt by the electric motor, thus maintaining the ‘gyroscopic effect’ which assists in stabilising the plot when being ridden on the rear wheel.

The special handmade, large capacity carbon fibre auxiliary fuel tank was mounted on the rear mudguard area to extend the range of the 300cc, fuel-injected two stroke Vertigo trials machine. It also allowed Lampkin to steer the machine with his knees by gripping the fuel cell when the machine was in motion.

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John Moffat interviews Dougie Lampkin at the finish of the 2016 SSDT – © – Image: Trial Magazine UK

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Gale force winds on the Isle of Man on the Saturday, 24th September forced a re-think and the attempt was postponed 24 hours to allow for more favourable weather conditions.

Prior to the attempt, critics poured scorn on the effort, likening the modified Vertigo to a ‘Segway’ (the two-wheeled, self-balancing, battery-powered electric leisure vehicle invented by Dean Kamen), on social media . However, this was somewhat misguided as the machine was very much a trials machine with some suitable modifications and adaptations described above and bore no resemblence to the leisure vehicle.

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The modified factory Vertigo Combat 300 used by Dougie Lampkin in his Isle of Man TT course wheelie attempt – Photo: Dougie Lampkin

It was noticeable that Lampkin had complete input to maintaining the front wheel clear of the ground and had to use all his trials skills learned over thirty years of intense competition. It was not only a feat of balance but also endurance, he was visibly exhausted when he crossed the official finish line in the early evening.

Doug Lampkin showed his usual gritty determination to succeed, a well-known trait of the Silsden based family who have literally dominated off-road motorcycle sport for over fifty years. There is no doubt that his late father, Martin who passed away after a battle with cancer in March this year, would have been proud of the attempt and Dougie’s ultimate success and achievement. This endeavour follows on from a tenth victory at the annual Scottish Six Days Trial in May, an event that the Lampkin family have featured in the winning of many times in half a century.

Current international motorcycle stunt performer and former Scottish Motocross champion, Kevin Carmichael told Trials Guru: “I think what Dougie Lampkin has done was absolutely awesome. It required huge concentration and lots of preparation! – Anyone who thinks it was easy should try it!”

Doug Lampkin’s wheelie of the entire 37.73 mile circuit is a feat in itself, but still a bit far short of the World’s Longest motorcycle wheelie which, at the time of this article, stands at a staggering 205.7 miles, set in 1991 by Yasuyuki Kudo at the Japan Auto Research Institute!

Lampkin family tribute section: HERE

Thanks to both Verigo Motors and Dougie Lampkin’s Press Office for material pertinent to this feature on Trials Guru.

Thanks also to Katie Taylor, daughter of the late Dave Taylor and Kevin Carmichael for their contribution.

Copyright:

Photos:

John Hulme/Trial Magazine UK

Dougie Lampkin Press Office

Kim Ferguson/Kimages, Fort William

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LOOK! Trials Legends – Volume 2

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Latest release from Trials Guru is Trials Legends – Volume 2, which will be extended over the next few weeks.

Rob Shepherd - Honda - 1977 SSDT
Rob Shepherd – Honda – 1977 SSDT – Photo: Rhosalyn Price, Abergavenny

We kick-start Volume 2 with the Legend known as ROB SHEPHERD.

In collaboration with Trial Magazine UK

Trials Legends – Volume 2 is HERE

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SSDT – Where are they now?

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Where are they now?

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1966 Weigh-In at Gorgie Market, Edinburgh – Sammy Miller’s Bultaco Sherpa 252cc (EAA60D) – Photo courtesy: Kenny McNamee, Motherwell

The Scottish Six Days Trial is one of those events that every trials rider not only wants to take part in at least once in their lifetime, but to win it, well that is something really special.

Motorcycle manufacturers have entered works machines to the event with the sole aim of achieving victory, pure and simple.

Tommy Sandham, who has written four books on the subject, has asked me to undertake a tricky task – to find out how many SSDT winning machines still exist!

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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

We know of a few that are still around, these are as follows:

1946/47/48 – HughViney’s 350 AJS (HXF641)

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Hugh Viney’s AJS with some details painted on the front plate of HXF641 as it is to this day – Photo: David Lewis, London

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Hugh Viney’s factory AJS HXF641 on which he won three successive SSDTs post-war – Photo: David Lewis, London

1957 – Johnny Brittain’s 500 Royal Enfield Bullet (HNP331) – National Motorcycle Museum.

1962/64 – Sammy Miller’s 500 Ariel (GOV132) – Sammy Miller Trust.

1961 – Gordon Jackson’s 350 AJS (187BLF) – Sammy Miller Trust.

1963 – Arthur J. Lampkin’s 249 BSA C15 (XON688) – Owned by A.J. Lampkin.

1965 – Sammy Miller’s Bultaco Sherpa (669 NHO) – Owned by Sammy Miller Trust.

1966 – Alan R.C. Lampkin’s 249 BSA C15 (748MOE) – Owned by A.R.C. Lampkin.

1967/1968 – Sammy Miller’s Bultaco Sherpa (EAA60D) – Owned by Yrjo Vesterinen.

1969 – Bill Wilkinson’s 250 Greeves – (WWC 169F) – Owned by Bill Wilkinson.

1981 – Yrjo Vesterinen’s 349 Montesa Cota – Owned by Yrjo Vesterinen.

2005 – Sam Conner’s 290 Sherco – Owned by Paul Rays

So where are the rest?

Some SSDT winning machines – but where are they?

1954: Artie Ratcliffe’s 350 Matchless (OLH721)

1959: Roy Peplow’s Triumph Cub (RUE923)

1970-1971 : Mick Andrews’ Ossa (B775073 – Barcelona registration)

1972 : Mick Andrews’ Ossa (B-1681-C – Barcelona registration)

1973: Malcolm Rathmell’s 250 Bultaco (XWW34L)

1974: Mick Andrews’ 250 Yamaha (CRA33L)

1975: Mick Andrews’ Yamaha (JGF729N)

 

Use the Trials Guru CONTACT page to let us known – HERE

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Fifteen Minutes with Carlos Casas

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Carlos Casas in a familiar place, the parc ferme of the Scottish Six Days Trial – Photo: Trials Media/John Hulme

An addiction in life usually needs a fix, something to make your life feel good. Motorcycle trials becomes an addiction for many people, be it young or old. They may need a new machine, maybe some new riding kit, who knows? In many cases the older you become the more the addiction takes hold as more time becomes available in your life. Many years ago a Spanish motorcycle trials rider by the name of Carlos Casas came to ride in the Scottish Six Days Trial. A foreign adventure to the ‘Highland’ trial. The pleasure and enjoyment of riding in this location became so strong that over thirty years on, this enthusiastic man returns every year to the ‘Scottish’ for his fix to feed his addiction for motorcycle trials. 

John Moffat of Trials Guru was the SSDT secretary in 2002 and that year at the Highland Council reception in Fort William, Moffat introduced  Carlos Casas to guests and councillors as “the Ambassador for Spain for the Scottish Six Days.

Words: John Hulme with Carlos Casas

Photos: Carlos Casas Collection – Trials Media – Eric Kitchen – Kim Ferguson/Kimages

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Carlos Casas has had a long association with the Montesa brand, seen here in 1978 on a Cota 348 – Photo: Carlos Casas Collection

Why the Scottish Six Days Trial? 

Carlos: “For many reasons, it’s the biggest trial in the world, I love Scotland, the scenery, I love trials, good sections, friendly people as riders, observers, public, organisers and friends  from all around the world…and all of this I can meet in the SSDT. This is my favourite event by far and my best holiday every year”.

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Trials Guru’s John Moffat interviews the SSDT Ambassador to Spain for Nevis Radio during SSDT week – Photo John Hulme/Trials Media

How well do you remember your first trip to the ‘Scottish’?

Carlos: “My first trip to ride the SSDT was in 1979. I was the winner of a challenge/competition for the best private rider at the Santigosa Three Days and Cingles Three Days trial in Spain. We travelled with the Montesa factory riders who were Jaume Subira, Miquel Cirera, Pere Olle and Josep Jo. I remember that we travelled by car and van and it was a long trip from Spain”.

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Watched by observer, the late Bill Reid, Carlos Casas in the 1979 SSDT on the Montesa 348 Cota.

Was the week’s competition a tough one?

Carlos: “I rode a Montesa Cota 348 and the weather was horrible as each day the route was very long and it was extremely cold with rain and snow. At the end of the week I was happy about the experience and finished in the top fifty with a Special First Class award”.

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Carlos climbs Pipeline in the 1979 SSDT, the first of many to come

When you returned home did many people ask you about the event?

Carlos: “Yes, all the trials riders and many people asked me about the SSDT – I was a minor celebrity – Carlos laughs at this! This event is very popular in Spain and for many trials riders it is like a dream. It’s incredibly expensive to travel and compete from Spain but at every event we are always talking about the ‘Scottish’. It’s an event that you’ll love or hate. I always say that every trials rider must ride this event at least once. The problem could be that if you then enjoy it, you’ll repeat the experience every year and that’s when the addiction begins or as I always say, an incredible experience”.

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Camaraderie at the SSDT – Paul Nicholson, Gary Pears and Carlos Casas carrying a fellow competitors mount through a swollen river – Photo: John Hulme/Trials Media

Did Montesa support you in the early days?

Carlos: “I have always had good support from Montesa. I have never been a good enough rider to make a wage from the sport but I won the Spanish Veterans class over twenty eight years ago, a championship I have won fourteen times. I have also had some other good results and based on this and my loyalty to the brand, they are always happy to loan me a machine. I think of Montesa as family”.

How good did it feel to win the Best Foreign rider award?

Carlos: “I can remember it like it was yesterday, the first time I won the Best Foreign rider award. I have won this award four times and my highlights from the event are two thirteenth place finishes. The last time I achieved this result I had tears of joy in my eyes on the last sections on Ben Nevis I was so happy”.

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The Spanish are keen supporters of the SSDT and Casas has encouraged even more to come, hence his nickname, “The SSDT Ambassador”

You continued to support the event even when it went back to full ‘No-Stop’ in the nineties.

Carlos: “Yes, I like the ‘No Stop’ rules at this event and I believe it was the correct decision”.

Carlos: “The last years of the event when they were using the ‘Stop’ rules the sections became tighter, difficult, dangerous and boring because of delays at the sections. Each year less competitors entered and I think the SSDT committee made a good job and the decision to go back to ‘No Stop’ was correct for the future of the event. Since then the SSDT is oversubscribed every year and it needs a ballot. One year I suggested to the committee that there should be two SSDT trials, one in May and one in October – Carlos laughs again as he explains he just loves the event!”

How important in Spain and to Montesa was the win of Amos Bilbao in 2002?

Carlos: “It was very important for Montesa/Honda to win the SSDT as it’s a very prestigious event, classed by many as nearly as important as the World Trials Championship. Montesa won the SSDT in 1979 (Rathmell), 1980 (Vesterinen), 1983 (Toni Gorgot) but for both Amos and Montesa/Honda the victory in 2002 was more important because it was a Montesa Honda machine and Dougie was contesting the World Trials Championship”.

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1995 SSDT Carlos Casas on the Honda powered Montesa Cota 315

Have you ridden all your Scottish Six Days on Montesa/Honda machines?

Carlos: “I have ridden the Montesa Cota 348, Cota 314, Cota 315 and Cota 4RT, twenty four times in total. I rode a Gas Gas one year because there was no support from Montesa. My good friend Manel Jane loaned me his Gas Gas. It’s very important for foreign competitors to know that the manufacturers, through the importers, have full facilities available”.

When did you first ride the Pre-65 Scottish?

Carlos: “My first year was 2004 and since then every year after”.

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Carlos loves the Pre-65 Scottish as much as he does the SSDT

What machines have you ridden in the Pre-65 Scottish?

Carlos: “I have always ridden a Triumph Tiger Cub usually loaned from my good friend Walter Dalton, but one year I used a ‘Cub’ loaned from Peter Remington. I love all the machines and one year I’d like to ride in the event on a rigid”.

Many people think you can win the Pre-65 Scottish – Is this your dream?

Carlos: “Around twenty riders could win the Pre-65 Scottish. It’s one of my dreams to win it but the most important thing for me is to be there and enjoy every section and every minute of this fabulous event – you would not believe the smile on his face when we talk about the Pre-65 Scottish”.

We know you are very good friends with the Vertigo brand owner Manel Jane. How do the Spanish trials riders feel about Vertigo?

Carlos: “People in Spain waiting patiently for the Vertigo to arrive because they understand that it would be well made, good quality, lighter and perform well. They were not disappointed. Manel is a real trials enthusiast and his dream was to build his own machine and build a good strong team”.

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Manel Jane and Carlos Casas have been friends for many years

Why the loyalty to Montesa?

Carlos: “Because the motorcycles produced are always superb quality, very reliable and nice to ride. The people from the Montesa factory are always very good, friendly and professional”.

How much longer will you come to Scotland and compete in the Six Days and Pre-65 events?

Carlos: “As long as my body allows me to! I love both events and every year the memories are with me forever. I am getting old but the addiction just gets stronger”.

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Carlos Casas negotiates Ba House in the 2000 SSDT on his Montesa 315 – Photo – worldwide copyright: Eric Kitchen

Before we finish; the question that gets asked so many times – Stop or No-Stop?

Carlos: “For me as a rider, No-Stop, it is without doubt correct. But sections whatever the rules must be well thought out to make them challenging and interesting, you must try to always make the rider think about the challenge”.

Caros 2015 - Kimages
Carlos Casas, the “Spanish Ambassador to the SSDT” – Photo: Kim Ferguson/Kimages

This article was generated for Trial Magazine issue 50 in April/May 2015 and we at Trials Guru thank John Hulme for the use of his article on this website.

Why not subscribe to Trial Magazine or Classic Trial Magazine, contact: www.trialmaguk.com

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Rob’s tribute to Barry Overy

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Montesa’s former world-wide ambassador, Rob Edwards recently sent Trials Guru a tranche of his personal photographs, taken over a number of years for his section on this website.

Among them was a photo taken high up on a hill of his friend, Barry Overy who died recently at the age of seventy.

Barry Overy
Barry Overy, taken by Rob Edwards in the Highlands – Rob: “That was some karate chop Barry!”

Rob: “Barry Overy, from Stockton was a stalwart of our local club, the Middlesbrough and he was also a supporter of the East Yorks Centre, ACU of which he became President in November 2015, a position in which he took great pride. Barry was a good friend and a tireless worker in our sport of trials. I have known Baz a long time and will miss him.”

1970 SSDT - Edramaucky
Rob Edwards gains five marks at Edramucky, near Killin on day one of the 1970 Scottish Six Days. Watched by observer, Willie Dewar and photographers, Stephanie Wood and Nick Nicholls. Photo: Rob Edwards personal collection.

Rob: “I have also enclosed another photo from my personal collection, it shows me in real trouble on day one of the 1970 Scottish when I lose five marks as I am clearly past the dabbing stage! The reason for sending you this photo is that it shows the late Stephanie Wood in the background, that is her standing on the left of photographer, Brian ‘Nick’ Nicholls. I am reliably informed that the observer writing ‘five’ in the book is Dunfermline man, Willie Dewar who worked at Angus Campbell’s motorcycle shop”.

For Rob Edwards story of trials on Trials Guru, follow this link HERE

 

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SSDT 2016 was ‘hard’

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Calum Murphy - Fersit - Kimages
Scottish hot shot, Calum Murphy (TRS) on Fersit during the 2016 SSDT – Photo: Kimages

News has been posted on social media direct from the Scottish Six Days Trial organising committee that the feedback received from competitors after this year’s event was that the 2016 trial was a ‘bit hard’ for many.

In a spirit of open-ness, the committee invited riders to feedback their assessment of the annual Highland classic event which has been running for well over 100 years.

In a statement issued on 26th May, following from their usual debriefing meeting, the following statement was issued:

“The 2016 SSDT is now officially over after the committee had there ‘greeting meeting’ on Tuesday night.
We had some great feedback from the riders and while they all enjoyed it we did get the message that the sections were a bit hard this year.
We want to spread the message that we will be addressing this next year to ensure a good mix of sections.
For the SSDT to prosper we have to listen to the competitors and ensure they have an enjoyable week while maintaining the challenge of the event.
So we will be easing off on some of the sections next year.
We welcome feedback so if you want to let us know your thoughts please post them here or through our website http://www.ssdt.org”.

John Moffat at Trials Guru commented: “I am very happy that the SSDT organisers have taken the task on board to listen and make constructive comment upon what the competitors say. After all, the riders are this event’s customers, they pay to ride and without them, there would be no trial. I was assisting at the end of the event this year at the finish podium by interviewing the finishers and it was evident that many did feel that the severity of the trial was on the hard side of challenging. OK, one must accept that this may not represent all competitors, but certainly it did reflect the opinion of the majority as far as I could detect at the finish podium. I must applaud the committee for being open and transparent with their findings, this can only be good for the event and the sport of trials”.

The Scottish has a reputation as being the ultimate challenge for a trials competitor to undertake, but the majority of those taking part are clubmen and the over-forty age bracket, which included the winner, Dougie Lampkin. However, there is a fine balance between setting out a challenging course and a destructive one and it would appear that the SSDT committee are keen to set their stall out early to attract riders for the 2017 event.

 

Euan Campbell - Kimages
Euan Campbell (Montesa) 2016 SSDT at Chairlift sections – Photo: Kimages

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Michelin & Trial Mag at the SSDT 2016!

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Scottish Six Days Trial 2016 – Michelin – Trial Magazine
Once again in association with Michelin and Trial Magazine the Nevis radio station was live in the Parc Ferme every morning bringing you news and views with David Ogg and John Moffat the master of ceremonies.

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The Nevis Radio SSDT Outside Broadcast Team 2016 – John Weller (Head of Music, Nevis Radio); David Ogg (Nevis Radio, Station Manager); John Moffat (Guest Presenter & Trials Guru) – Not in picture, Simon Abberley (back at the station!) – Photo: Trials Media

David Ogg – Nevis Radio: “We have just got the viewer figures in for the 2016 SSDT live stream and for the six days we had in total 227,223 viewers, that’s individual imp addresses. Not bad for a wee station on the West Coast of Scotland and it doesn’t include the number of folk that didn’t view but listened on the net or on FM. We had a fantastic six days and I would like to thank the Trials Guru, John Moffat for his in-depth knowledge on the sport and support to Nevis Radio once again and also to Michelin and Trial Magazine”.

John Hulme – Trial Magazine: “This is fantastic news and spreads the word of trials and in particular the Scottish Six Days Trial to a much wider audience showing our continued commitment to the event. We have enjoyed a very good six days and would like to thank everyone who made us so welcome”.

Picture Credit: Trials Media