Rob Edwards (Sandiford Montesa) Scottish Six Days Trial 1981 – Mamore Section – Photo ~ Iain Lawrie, Kinlochleven
Hello Everyone,
Thanks once again for your support.
Today is rather a sad one for me. The ‘Gaffer Guru’ John Moffat has told me I can keep going as long as I want, but I feel that I have subjected you to quite enough punishment and its time to go.
Never in my wildest dreams could I have expected the support you have given me. I have had a fantastic time, a really fantastic time believe me. I was kept going by the The Trials Guru’s enthusiasm. That plus your comments and likes were a real tonic to me. Despite my health problems I still consider myself the luckiest person in the world.
I have always been a people person and the spectators who lined the sections were just as important to me as the sections and they have repaid me a thousand times!
Like all of us I had made mistakes but in general I am pretty pleased.
One thing I will miss is checking the comments and likes each day.
I was pleased and a little surprised when Benny Sellman and Thore Evertson contacted me.
Benny was a fellow Montesa rider and Thore a works Ossa rider.
I also received an e-mail from Martin Belair in California.
These plus dozens and dozens from all over Europe have done me more good than any doctor or medicine could hope to do.
The new generation of Thornaby Trials riders have been following my story – Thanks a lot lads.
I hope to get to the Telford Show again this year so please say Hello, tea with milk, no sugar please!
It is impossible to thank everybody who made this possible but Eric Kitchen, Barry Robinson, Iain Lawrie and Luis Munoz who allowed Guru John (my gaffer) to use their pictures.
When readers send in comments like Scottish Heaven you could bet that one of these are responsible.
Keep Clicking and thanks!
Many thanks again to ‘Trials Guru’ – John Moffat and thank you finally to Alberto Mallofre, Pere Pi and Montesa for having faith in me.
A FINAL GOODBYE NOW – ROB EDWARDS
Rob Edwards with John Moffat (Trials Guru) Photo Copyright: John Hulme/Trials Media
Trials Guru comment:
It has been absolutely fantastic receiving Rob’s e-mails over the last few months with details of his life in trials and to be able to share this with you all on Trials Guru.
Rob’s story now explains why he hasn’t been seen as often out and about at events, unlike most of his peers from the time when Montesa, Ossa and Bultaco were trying to out-sell each other from the late sixties, through the seventies and into the eighties.
As we have seen, if you have been following Rob’s adventures since late October 2014, what a warm human being he really is.
Despite his health problems which undoubtedly cut short his riding career, that he is as outwardly cheery as he was when some of you rode with him, worked in Head Wrightons with him or marvelled at his skill as a factory Montesa rider in the Scott and Scottish Six Days as well as countless national trials throughout the UK and the rest of the trials-riding world.
I can only say this, many grateful thanks to Rob for taking the time and effort to satisfy my request in the start field at Marske on the 18th October 2014 when I said: ‘Rob, how about doing your story on Trials Guru?’
To all of you, keep commenting and keep telling people to read this story here on Trials Guru, the “Rob Edwards Story ” button will be here on this website for a very long time to come! – The Guru.
Words: John Hulme with Alan Lampkin, with full co-operation from an article which first appeared in Classic Trial Magazine – Issue 11.
A.R.C. ‘Sid’ Lampkin seen here with John Moffat (Trials Guru) in November 2014.
The three Lampkin brothers are Arthur, Alan and Martin, the youngest, have been part of the motorcycle trials scene for such a long period of time that they are etched in the history of the sport forever. Alan – or ‘Sid’ as he is better known – was the one in the middle; imagine having Arthur as your older brother and Martin as the youngest? He was a very successful Scrambler during the ‘Golden Years’ of British domination and won both the Scottish Six Days and Scott Trials in 1966 for BSA; throw in some ISDT Gold medals and in 1974 winning the first ever American ‘World’ trials round. A very popular character, he received factory support along the way from BSA, Cotton Suzuki and Bultaco. He can still be found on the Trials scene today though, as a spectator on his annual holiday to the ‘Scottish’ or at the Scott, or many of the Classic events. The years may have passed by but one thing that has never gone away over the years is the warm welcome and the smile whenever you come into contact with Sid.
Alan Raymond Charles Lampkin entered the world on April 7th 1944 in Silsden, Yorkshire, as the younger brother to Arthur John who was born in 1938. Harold Martin Lampkin would come along later, at Christmas in 1950. The Lampkins had moved from Woolwich Arsenal, London, in 1940 to get away from the London Blitz. Their father, Arthur Alan, was a Foreman machine turner and he opened his precision engineering business shortly after his arrival in Yorkshire. He used an old side-valve BSA as his transport and so the boys were soon around motorcycles when they were born.
TV Time
Arthur had quickly shown a keen interest and at the age of seventeen became the youngest ever member of the mighty ‘Works’ BSA off-road team after some inspiring results. Alan soon wanted to watch his elder brother in action and remembers watching him at the 1959 Ilkley Grand National where he was allowed to ride without competing, and he loved it. They had no television in the early days at the Lampkin household and they often went around to the next-but-one neighbour to watch Arthur on it in the TV scrambles.
Alan’s older brother, Arthur J. Lampkin, seen here in the Pre’65 Scottish on his Gold Star BSA in 1984 was a guiding influence and mentor to his younger brothers, Martin and ‘Sid’. Photo: Iain Lawrie, Kinlochleven.
The Lampkin entertainment got even better when Alan started to compete. It was trials riding which first attracted him though and he could not wait to compete in the tough Scott Time and Observation Trial. He joined Arthur in the entry in 1960 for his first event. It was a tough day and one he did not finish, but when elder brother Arthur was announced the winner he set his sights on emulating his brother with a win of his own, after finishing the event! After finding his feet in 1960 with tastes of both trials and scrambling on BSA machinery he started to enjoy the rigors of the off-road action. He picked up a finisher’s certificate at the 1961 Scott and soon began to get noticed by the factory teams and, most importantly, the competition team managers.
He was drafted into the factory BSA team alongside such great names as Bill Nicholson, Fred Rist, David Tye, Brian Martin, Jeff Smith and John Harris – and, of course, his big brother Arthur. He acknowledged the support and delivered the results when in 1963 he won his first National trial, the Travers. Then he was picked by the team selectors to represent his country in the International Six Days Trial to be held in Czechoslovakia. In those days the event covered near-on 1,000 miles during the six days of competition and Alan did himself proud before disaster struck on the fifth day, Friday.
Alan ‘Sid’ Lampkin with the Comerfords – Bultaco Ford Transit van in 1976. Photo courtesy: Rob Edwards’ private photo collection
He was still ‘clean’ and on course for his first Gold Medal when he crashed and, suffering from heavy concussion, was forced to retire much to his disappointment. BSA though had much faith in him and after recovering he was moved into the number two BSA team for the Scott, where he collected a Scott ‘Spoon’ after finishing in the top twenty-five. By the mid-sixties he was acknowledged as one of the new young riders making headlines in the sport. Riding for BSA he mixed both trials and scrambling with much success. It was a fantastic season scrambling as he took in many of the established events with some impressive results, including some top-five finishes in the BBC Trophy races at Ripon and Durham on the BSA 440 cc, second in the Lancashire Grand National and a third in the Cleveland Grand National. On the trials scene he was a regular winner and top-five finisher in the British championship events, but 1966 was going to be his year.
All Rounder
It all started with a win at the opening scramble on January 1st at a frozen Hatherton Hall in Cheshire in the 500 BBC Trophy race. It was sheet ice everywhere and his trials skills certainly helped and he felt very confident; he can still remember the look on Jeff Smith’s face as he passed him on the start/finish straight, it was great day and one he remembers like it was yesterday! Jeff Smith had been 500cc World Motocross Champion in 1964 and 1965 and is a very good friend of the Lampkins even to the present day. He then won the prestigious Bemrose Trophy Trial before preparing his 250cc BSA C15 for the Scottish Six Days Trial in the May. At the last minute he was moved into the BSA works team as Dave Rowlands was asked to stand down in case he was called home to attend a court hearing as a witness to a murder. On the first day Alan parted with no marks along with Mick Andrews (Bultaco) – Paul England (Triumph) – Peter Fletcher (Royal Enfield) – Sammy Miller (Bultaco) & Stan Cordingley (Bultaco). Tuesday was a long, tough day taking in 15 sections including Loch Eild Path above Kinlochleven.
Delay built up at the Caillich group of six sections and many riders lost marks on time. Wednesday took in eight sections at Laggan Locks, taking two marks from trials leader Alan Lampkin. Lampkin still held the lead on Thursday. Lampkin nearly lost the trial on the steep rocky hazards at Caolasnacoan when the crowd thought he had stopped, but the official observer recorded a three-mark penalty, giving the trials lead to Sammy Miller. It was on the sections at Leiter Bo Fionn though that Miller went to pieces and parted with a dozen marks whilst Lampkin kept his score down to four to move back into the lead. The final scores were Lampkin on 23 with Miller second on 27.
The 1967 SSDT programme cover featured the 1966 winner, Alan Lampkin on his factory BSA (748MOE)
This would be the last win for a British manufactured motorcycle using a four-stroke engine until James Dabill on the Montesa in 2007. Later in the year he would take his first ISDT Gold on the BSA in effect a TriBSA 504cc in Sweden when he was Great Britain’s best performer with a clean sheet, with the team finishing third overall.
Arthur had won the Scott Trial again in 1965, setting the quickest time as well, and both brothers went to the 1966 event as members of the BSA team along with Scott Ellis, with both wanting to win – the outcome would be very memorable. Alan would win, with Arthur setting the quickest time in 4 hours, 18 minutes and 55 seconds which was a similar time from 1965, but the secret to Alan’s win was his observation score which put him in front of Sammy Miller who was desperate to give Spanish Brand Bultaco their first win in the event. The weather was beautiful, with massive crowds. Alan had shown good form early on with one of the few cleans at Hell Holes up the big step. At Washfold the Green Dragon Public House was hard to find due to the large number of spectators who had all turned out to see the dramatic battle unfold. The day after the event he was part of the winning Yorkshire team in the Inter Centre Team Trial.
Foreign Machines
The demise of the once mighty motorcycle industry in Great Britain has been well documented but it also forced the top riders of the time to move to foreign manufacturers. Alan had remained loyal to BSA but had not continued to enjoy his earlier success. 1967 was a bleak results year. At the ‘Scottish’ and riding the BSA C15T the week had started very cold and wet, and on the Tuesday the rear wheel collapsed. He changed the wheel but was removed from the results when he was found to have swopped the marked part by the organisers, forcing him to retire from the event. He was also hugely disappointed at the Scott when a split rear tyre forced his retirement. On the scrambling front he was still riding well and getting some good results. 1968 was pretty much the same as the BSA support in trials was not the same, although in scrambles they still had a winning machine. Many riders including Alan began to took to other machinery for trials and it was the ‘boom time’ of the micro-light machines.
He was offered the opportunity to ride the new 118cc Suzuki powered machine along with Arthur and Martin for the 1969 season. These were fun times in trials and in 1969 and 1970 he finished in fourteenth position on the Suzuki at the SSDT despite struggling at the event with many problems including a broken frame.
He was still contesting scrambles on the BSA and had some good results including top-five placings in the BBC Grandstand Trophy races before moving to a Husqvarna. The Spanish Armada of trials machines was now in full flow and along with many riders the Lampkins left the cottage industry of small-capacity trials machinery in the UK and went on to Bultaco, Montesa and Ossa, in Alan’s case Bultaco.
Scott Trial action from Sid in 1974. Photo Alan Lampkin Archive.
At the 1970 Scott he set the quickest time on his way to a top-ten finish on the Bultaco as Sammy Miller took the last of his seven wins. The Bultaco was a breath of fresh air and in 1971 he would finish tenth in the European Championship, once again set the quickest time at the Scott Trial in a team with Martin and Jim Sandiford and finish fifth in the British Trials Championship.
At the year’s ISDT he would also take another Gold medal, this time on a Bultaco. He quickly became a member of the Spanish works Bultaco trials team and with it the added support.
Justifying his works status he finished a fine second in the 1972 SSDT.
In 1973 he made his final appearance in the ISDT mounted on a Triumph, taking yet another Gold medal, with the trophy team taking second place.
Sid, fifth from the left at the ISDT in the USA in 1973, Triumph mounted that year. From left: Ken Heanes, team manager, Lofty Lucas asst manager; Jim Sandiford; John Pease; Sid Lampkin; Arthur Browning; Malcolm Rathmell and Ernie Page.
The development of the Sherpa T range had moved on after Sammy Miller had moved to Honda, with more responsibility on the shoulders of UK based Bultaco riders, including Alan and Martin Lampkin. The sport was also moving from European status to be named the World Championship. Before the move, and with the sport expanding, a ‘World’ round would be held in America. After many problems, including the press thinking it was Martin who had won, a happy Alan was named the winner!
World Championship
With the move to the FIM World Championship in 1975 the factories were very keen to take the first title, including Bultaco. Along with Alan his younger brother Martin would contest the whole 14 round series, but with only the best 8 scores counting the championship would turn into a three-way fight with Finland’s Yrjo Vesterinen and Malcom Rathmell.
Alan abandons ship in the 1978 SSDT on ‘Grey Mare’s Ridge’ on his 325cc Bultaco, a machine that carried a Barcelona registration number! (Photo: copyright Iain Lawrie, Kinlochleven)
Alan supported his brother as much as he could, finishing the year in ninth with his best result a third at his home round, as ‘Mart’ won the title by one mark from Vesterinen. The Bultaco team and the Lampkin brothers remained at the cutting edge of the championship right up until 1980, when Sweden’s Ulf Karlson on the Montesa stopped the trend, but by this
time Alan had retired from the World Championship.
Alan Lampkin on Blackwater sections in the 1978 Scottish, note the Barcelona registration on his 325 Bultaco. Photo copyright: Iain Lawrie, Kinlochleven.
With the glory years of the Bultaco brand over he would ride his last Scott Trial in 1980 and his last Scottish Six Days Trial in 1982 on an SWM. With a young family to provide for he continued to work in the engineering business started by his father many years before but, as with all motorcyclists, if it’s in your blood it’s hard to get rid of!
The Lampkin brothers still had some of their old works BSA machines and these were brought out of retirement for the new Pre-65 SSDT introduced in 1984. These were fantastic times not just for the brothers but also for the spectators, as they came out to witness them in action once again on the world famous ‘Scottish’ hazards such as Pipeline. Good friend Jeff Smith came over from Canada and it was a very happy reunion.
Sid’s younger brother, Martin enjoys a gallop on eldest brother Arthur’s BSA C15T (XON688) in 1985 on Blackwater. Photo: Iain Lawrie, Kinlochleven.
Alan would ride in the event on a few more occasions over the years. Son James is the youngest of his three children, he also has two girls Sarah and Nina, who is the eldest, and James soon became interested in trials riding giving Alan a new interest along with his Golf.
Alan’s son James Lampkin seen here at Inversanda in the 2006 SSDT. Photo copyright ~ Iain Lawrie, Kinlochleven.
James went on to have his own successful trials career which included an Expert British Championship title and a third position in the 2004 SSDT.
Sid on Caolasnacoan in 2000 on Arthur’s BSA (XON688) Photo: Iain Lawrie, Kinlochleven.
James put his own career ambitions as a trials rider on hold as he supported Cousin Dougie Lampkin to his seven world championship titles. Alan is now semi-retired, working just three days a week at Lampkin Engineering, and still enjoys his motorcycling days and his annual holiday in the Highlands, accompanied by his wife Eileen and usually a gang of grandchildren who will no doubt carry on the Lampkin legend.
Copyright:
Words: John Hulme with Alan Lampkin
Pictures:
Iain Lawrie, Kinlochleven
Rob Edwards, Middlesborough, Cleveland.
Trials Media/ John Hulme
With many thanks to Classic Trial Magazine for their kind permission to reproduce this article from Issue 11 – Classic Trial.
For more articles like this one, be sure to subscribe to Classic Trial Magazine … Here
My mum was a name known to all in the motorcycle trials world, she was born in East London’s Canning Town.
From humble beginnings she emerged as Britain’s best known lady rider in a career spanning a quarter of a century.
Renee’s interest in trials riding began watching father ‘Wag‘, an East London nickname for ‘Charles‘, riding motorcycles around the docks near his cycle and motorcycle shop. Renee’s parents were hard working East Londoners. They opened their first shop in the late 1920’s in Victoria Dock Road.
The popular shop hired and sold cycles, and the name Wag Bennett has been carried through to successive generations.
All during World War II, Wag and Esther Bennett remained in Canning Town, running their shop, keeping the dockworkers going with cycles and motorcycles, and staying open late til 11.00am waiting for the last shift of workmen to pass the shop.
Renee stunt doubling
Renee stood on a box at the counter, testing bulbs and batteries and giving the customers their change, by candlelight. She recalls she was about 4 or 5 years old.
In 1939, Wag was picked for the British ISDT Team, held that year in Nazi Germany. He shook hands with Hitler, unaware of the gathering storm then, quite suddenly, the team was ordered to leave Germany immediately WWII had begun!
The old shop was a target in the blitz being so near the docks, and eventually took a bomb, as did every other shop and house around it. Almost blown to smithereens, the bedroom ceiling was somehow held together with cycles magazines and newspapers. The whole shop was supported by a few wooden beams, keeping it standing.
Buckets were strategically placed on the bed to catch water, which poured in every time it rained. As a child, this was normal daily life for Renee and her brother, Wag jnr.
At night, they watched the ‘doodlebugs’ the V1 flying bomb, on their way to decimate the London docks and surrounding area.
Standing outside the shop every night, one of these unmanned rockets, would suddenly stop, drop, hit it’s target and blow the shop windows out.
During these blitzes, the family would hastily run to the nearest underground station or the Anderson shelter behind the shop, where they would remain until an ‘All Clear’ siren sounded.
Getting through the war was a daily struggle for survival. The harshness of life though at least prepared Renee for the tough sport of motorcycle trials that was to come.
After the war, Wag sold Ariel motorcycles; strong serviceable machines they were used thoughout the war, by soldiers and civilians alike. He worked all hours repairing and selling them to the dockers and factory workers.
Renee left school at 15, and went into the family business. It was now well known, a beacon for all the major British bikes: AJS, Matchless, Ariel, BSA, Triumph, Panther, James, Velocette, Frances Barnett, NSU ‘Quickly’ to name but a few.
Around this time, Renee began riding in earnest on a James Captain 198cc, but at only 7 stone and of slender build the skill of trials riding was not easy to master.
In her own words: “Why I never got killed I’ll never know, I was useless!“
Wag Bennett jnr. also worked in the shop, but diversified into bodybuilding. He would train every night in the hope of becoming Mr Britain. He eventually opened his own gymnasium training some of the greatest names in bodybuilding including Arnold Schwarzenneggar, who lived with him and wife Dianne for a few years. Wag was instrumental in teaching Arnie to pose to music. He won every title in Wag’s shows and soon became a household name. Arnie remained a lifelong friend of the family and invited Wag & Dianne to his Hollywood wedding to Maria Shriver.
In the mid-50s Renee met husband Howard Powell through her brother’s bodybuilding connections. Howard won many titles throughout the UK including Mr. South East Britain and Mr. Navy.
They married and in 1956 I came along. Renee juggled motherhood with helping Howard run their motorcycle shop in London’s East Ham, the first of five.
Determined to follow in the footsteps of her father, a factory supported rider for Matchless, Renee rode daily on wasteland nearby, and competed every Sunday in Kent and Surrey in timed trials along with husband Howard, also an avid trials rider.
By this time, and winning several awards in open-to-centre trials, Renee was riding a Greeves 250cc slimline, alloy frame, perfect for her. They were made by a small factory at Thundersley, Benfleet, Essex.
Renee was ready for the challenging Scottish Six Day event, following in her father’s footsteps.
Renee’s entered the Scottish Six Day Trial in 1961. The first of many.
She finished the event, earning her an award and a myriad of bruises all over her body!
The Welsh Three Day Trial featured prominently in Renee’s riding career as she says: “My favourite, fast and furious!” Renee rode a Bultaco 250cc with a Wasp frame for that event.
Her son, my brother, Charles was born in 1964.
But that wasn’t all, she was much in demand as a motorcycle stunt double, known by all in the film and TV business as The Girl On A Motorcycle. Renee also enjoyed a successful modelling career, advertising everything from make-up to Ovaltine.
In the early 1970s, Renee switched to riding a Bultaco Sherpa 250cc, which she still has today along with her Greeves, Bultaco Enduro (used in the Welsh Three-Day) and the much-loved James 198cc.
In 1973, Renee competed in the Scottish Six Day Trials on the Bultaco. The 6th so far.
At around here, she converted one of her East London shops into a motorcycle competition centre. “Renee Bennett’s East London Sportman’s Centre”, which became a beacon from as far afield as Europe and the USA. Customers visiting the shop immediately asked for ‘Renee Bennett!’
Renee and Howard became known for sponsoring many up and coming young trials riders in the 80s, kitting them out with helmet and suits, their own name signwritten on the petrol tank, and cheques sent when they had won the event.
Renee’s competitive spirit continued well into the 1980s. She ran a popular trial of her own: The Renee Bennett Sunbeam Novice Trial, which became a much awaited event each year. Every finisher received a scrolled certificate, adorned with red ribbon. It is still talked about today in vintage trials circles!
Howard, being into health and fitness since his time as a bodybuilder, set up a gymnasium above one of the shops. They trained daily, and Renee found the toning and strengthening a big help when dragging her bike out of the mud!
Howard, who sadly passed away in 2003, was a talented amateur film maker, often being invited to the premieres of the top films of the day. He counted among his friends actors and top stunt men from all the Bond films.
Renee recalls meeting the movie stars of the day like Yul Brynner and Steve McQueen, who was over from the states for the ISDT in 1964.
Now a grandmother but still with an interest in motorcycles, Renee continues to run her busy motorcycle shop in East Ham, the first one she and Howard acquired some 58 years ago.
As if that is not enough, she is very ‘hands on’ in her property renovating company assisted by son Charles.
Grandchildren have come along, my daughter Sophie, nearly 16 and a three-times published author! Oliver nearly 12, and young Charles, 22, who runs his own foreign exchange business.
Film on Renee Bennett by British Pathe on YouTube: HERE
Renee’s mother died only recently in 2012, aged 103! Father Wag died in 1989. As Renee says: “Perhaps I’ll live to be a ripe old age… see you around!”
This recent comment on a trials forum site sums up the amazing Renee Bennett : “Well.. Renee Bennett,. what can I say..! I think my old man had a fancy for her! I remember her riding the SSDT on a Bultaco in 1973. All the lads were fighting over themselves to help her when she got into difficulty. Her shop was called ‘Renee Bennett’s East London Sportsman’s Centre’. – Anyone know who wrote that?
– Julie Powell
Renee Bennett photographed in 2013 by daughter Julie Powell
Article Copyright: Trials Guru/Julie Powell
Photos: Julie Powell
Renee Bennett in Spanish! – Todotrial website Article:
Javier Cruz from Madrid has taken the Renee Bennett story to Spain, read about it: HERE
Ron Thomson with his C15 BSA at the ‘weigh-in’ of the 1959 SSDT at Gorgie Market, Edinburgh. Photo Courtesy of Mrs. Helen Thomson
Ron Thomson originally from St Andrews, Fife moved to Fort William in the late 1950’s. Ron was a dispatch rider during national service in Egypt and a member of the services club, the Bar-None MCC. On being de-mobbed, Ron joined the local Kirkcaldy & District club. Ron takes up the story: “In my day trials bikes were measured by the hundredweight, not by the cubic capacity! I had a Gold Star, which was dubbed the ‘Stone-Crusher’. So called because no section was ever the same after we had gone through. As for the Scottish Six Days, we used to gear the bikes up, my Trophy Triumph was good for 90 plus mph on the road, the reason for the hurry was that we used to be more interested in the ‘Seven Nights’ than the Six Days!” says Ron.
Ron on his BSA C15T in the 1959 Scottish on Glenogle section on May 4th. One of the first day hills as he made his way homeward to Fort William from the Edinburgh start. On the second right is Dunfermline rider the late Maurice Duffin. Photo: Mrs. Peggy Davies.
That particular Goldie, as Ron had one or two, registered PFS 916 had a neat conversion, featured in the first 1958 SSDT report in The Motor Cycle. In an attempt to reduce weight, Thomson used the gearbox as an oil reservoir for the motor thus obviating the need for an oil tank. The very machine on which Ron won the over 350 award at the 1969 Scottish which was to be his last ride in the Highland classic. That Gold Star was sold via Ernie Page’s shop in Polwarth Terrace and was passed through many ‘hands’ eventually ending up with Billy Maxwell in Newcastle Upon Tyne.
1964 SSDT on Mamore. Ron Thomson on his BSA Gold Star PFS916 – ‘The Stone-Crusher’. Photo courtesy of Mrs Helen Thomson, Fort William.
Ron loved riding the Scottish Six Days which was in effect a local event for him as he lived in Inverlochy at that time. Ron said: “…well it was more the seven nights I was most interested in to be truthful, we used to get up to all sorts of fun”.
Ron knew an observer called Tommy Millar from Airdrie, a man who never had a complaint registered against him in over 25 years of observing- what was the reason? “I just gie a’ the laddies a clean”, he told Ron.
Ron said: “I’ve no doubt that the kids today on their water cooled pogo sticks in their go faster trendy bin liner suits will enjoy themselves just as much as we did, but still I think had greater fun in the golden years”.
At the end of the 1953 Scottish Six Days, Ray Biddle took this photo of the Kirkcaldy & District riders From left: Peter Victory (197 James); Dave Birrell (490 Norton); Jack Duncan (Montrose, 197 Francis Barnett); Dr. J.G. Stewart (197cc Sun); Johnny Birrell (348cc BSA) & Ron Thomson (343cc Triumph)
Ron had a reputation as the man to approach if you wanted your bike fettled for the Scottish. He worked for a spell at the Brechin dealership, Duncan’s.
Ron prepares to start his BSA Gold Star at the beginning of the 1963 Scottish in Edinburgh’s Gorgie Market. Photo Courtesy of Jimmy Young, Armadale.
At one stage Ron, when still an active rider, prepared about a dozen Lochaber members bikes for the Highland classic.
“I couldn’t concentrate on my own ride for this one or that one coming up and saying, here! Listen to this – do you think it’s all right – will it last the week with this rattle or that rattle?”
Tyndrum, on the final day of the 1964 SSDT. Photo courtesy of Mrs. Helen Thomson, Fort William.
John Moffat has a vivid personal recollection of the 1967 Scottish Experts held at Achallader Farm, Bridge of Orchy: “Ron Thomson was on his Gold Star, having ridden down from Fort William, a distance of some 35 miles in company with the late Ali McDonald on a 500cc Ariel. Post-trial, Ron stopped for a blether with a group of his old chums, I happened to be an interested bystander, listening in to the “banter”. Ali McDonald had decided to get home before dark and left immediately after signing off at the finish. The bold Ron then decided after quarter of an hour had elapsed to set off in pursuit of his pal, McDonald. Ron set sail from the farm, which, is about a mile from the main A82 trunk road. Within a few moments the assembled gathering could see Ron and the Goldie passing over the steel bridge which spans the River Orchy and up the “Black Mount”, overhauling several cars during his ascent, the big Goldie on full song. The exhaust note ever fading, disappearing from view as he crested the summit and onward to the Fort. What a great sight to behold.”
Alister McDonald was a great friend of Ron Thomson. Here we see Ali on his Ariel HT5 on Town Hall Brae (Rocky Brae) in Fort William in the 1964 SSDT. Photo Courtesy of Mrs Helen Thomson, Fort William.
Known as a ‘big bike’ man, Ron also rode the “tiddlers” as well. In 1959 he chose the brand new C15T BSA 250cc unit construction single for the Scottish Six Days. In fact, out of eight C15’s entered, Ron was the only one to get to the finish and that included factory bikes as well!
Watched by Jeff Smith in the duffle-coat, Ron Thomson on the only C15T BSA to finish in the 1959 Scottish. All the works bikes had retired from the event. This section was at Achintee farm on the slopes of Ben Nevis Photo courtesy of Mrs. Helen Thomson, Fort William.
Back in 1955 he rode a Villiers powered 197cc DMW and a year later rode a similarly powered Welsh built 197cc H.J.H.
In the 1953 Scottish, Ron rode a self-built ex-WD 343cc Triumph, the following year he rode a 347cc Matchless G3LC.
Ron Thomson on his new for that year 347cc Matchless G3LC in the 1954 Scottish on Creag An Eilein on the Rothiemurchus Estate, near Aviemore. Photo: Ray Biddle, Birmingham.
Ron S. Thomson passed away on 20th January 2007, never being a regular church attender, there was a humanist service held for him in the Crematorium at Inverness. Ron left the trials community of the Lochaber Club and the towns-people of Fort William with great memories of a true character of the sport of trials.
Ron Thomson in 1964 at Achintee Farm on his 499cc BSA Gold Star. Photo Courtesy Mrs Helen Thomson, Fort William.
Trials Guru on Ron Thomson: Ron Thomson was a well liked individual who moved from his native St. Andrews to work at the British Aluminium works at Fort William. The reason was simple, so that he would live in God’s trials country! He set up business initially in a shed in his back garden fixing motorcycles and lawn-mowers for local people.
His business grew and he obtained premises at the Industrial Estate at Caol a few miles from Fort William on the A830. Many of the younger riders in the town benefited from Ron’s knowledge, which included Hugh and Alister McDonald, Alastair Macgillivray. Gary MacLennan and Rodger Mount.
Friends of Ron Thomson, Hugh McDonald Senior and Junior. Hugh Snr is on Ron Thomson’s BSA Gold Star and Hugh Jnr on the special bike built for him by Ron Thomson. Photo courtesy of Alister McDonald, Fort William.
His business was called R.S. Thomson (Inverlochy) Ltd. He ran a repair shop and MOT test centre for motorcycles. He was agent for chain-saws and garden equipment and employed Cameron ‘Cammy’ Kennedy for many years.
Ron gets his 250cc BSA C15T examined and security marked at Gorgie Market in May 1959. On Ron’s left is Davie Miller, one of the course markers of the SSDT. Photo courtesy of Mrs. Helen Thomson.
It was quite usual to swing in past Ron’s workshop for a great natter about the old days. But as sure as guns you were never there long until another enthusiast also had the same idea! How Ron got any work done heaven knows. He was a good builder of wheels, which itself is a bit of a ‘black-art’.
When Ron passed away after a short illness the business folded and Cammy took up employment with The Hire Centre in Fort William. Ron’s friends were not only Scots riders of his era like Jack Williamson; Arnott Moffat; Tommy Robertson; Johnny Clarkson and Bob Paterson, he also enjoyed the friendship of Gordon Blakeway; Ralph Venables; Peter Stirland and some of the best known riders of his era.
24th June 1962 – From Left: Bobby Neilson; Billy MacLeod: David Stodart; Hugh McDonald; John Noble: Jack Williamson & Ron Thomson. A joint effort of Edinburgh Southern & Lochaber Clubs to ride up Ben Nevis
They all knew Ron Thomson!
This article was put together from notes John Moffat made during an interview he had with Ron at his workshops at Caol some years ago and personal recollections by Moffat himself of Ron Thomson pieced together over many years knowing Ron Thomson.
Ron Thomson in the Scottish Six Days Trial
Year Riding Number Club Make & CC of machine
1953 179 Kirkcaldy Triumph 343
1954 148 Kirkcaldy Matchless 500
1955 20 Kirkcaldy DMW 197
1956 24 Kirkcaldy DMW 197
1957 12 Kirkcaldy DMW 197 (could be HJH)
1958 140 Kirkcaldy Triumph 498 (Twin)
1959 74 Edinburgh & Dist BSA 250
1961 171 Lochaber BSA 350
1962 191 Lochaber BSA 348
1964 177 Lochaber BSA 500
1969 195 (not in prog.) BSA 500
Post Script: Added 01/02/2015:This story was spotted by Ron Thomson’s Grand-nephew, Ron Fisher who lives in Canada. It brought back happy memories of a visit to Scotland back in 1997 and indeed Trials Guru has been able to put Ron Fisher and Mrs. Helen Thomson in contact as a result of the article you see above.
Copyright: Trials Guru / Moffat Racing / John Moffat – 2014
With special thanks to Mrs. Helen Thomson of Inverlochy, Fort William for the photographs which accompany this article.
Post script to Ron Thomson’s story…
We have been contacted by former Scottish Speedway professional, John Wilson who now lives in Spain. John owned the ex-Ali McDonald Ariel MDB590 and he has kindly let us see photos of the restored machine. He sold it shortly before emigrating to Spain some years ago.
1964 – Ali McDonald on MDB590 on Grey Mare’s Ridge Photo: Holder and Osborn
The ex-Ali McDonald Ariel HT5 (MDB590) nestles inside John Wilson’s den. His speedway memorabilia is in the background. Photo: John Wilson.
A proud John Wilson shows off his Ariel. Photo: Chris Wilson.
Mick Andrews seen here on a 244cc Bultaco Sherpa Model 10 from 1966, supplied by Rickman Brothers, New Milton, Hants. Watching every move is Ralph Venables in the flat cap, the ‘doyen’ of trials journalists and reporters.
Words: John Moffat
Photos: Mike Rapley; Iain Lawrie; Iain C. Clark; Jimmy Young; Ferry Brouwer; Barry Robinson Estate; Claudio Pictures; Colin Bullock; Malcolm Carling, courtesy of Nick Haskell; Don Morley
Mick Andrews is a name synonymous with the sport of trials since the early 1960’s. He has ridden for AJS; James; Bultaco (Rickman Brothers, 1966); Ossa and Yamaha, in a career that has taken him all over the world both as a competitor and a brand ambassador.
Tom Andrews and Mick chatting at the 1971 Bemrose Trial – Photo: Malcolm Carling by permission of Nick Haskell.
Andrews was twice European Trials Champion in 1971 and again in 1972 on Ossa, before the official FIM World Championship commenced in 1975.
Nick-named ‘Magical Mick’ by the trials press many years ago and it stuck, he has won the famous Scottish Six Days Trial a total of 5 times, in fact he was only the second man in the events’ history to win it three times in succession, the first being B.H.M ‘Hugh’ Viney who was to become instrumental in Andrews riding for the AJS factory team in 1963, his AJS factory machine carried the index number 644BLB, registered as a 350 Matchless. Viney after retiring from active competition became AMC Competitions Manager.
Mick Andrews winning the 1963 Northern Experts on his factory AJS – Photo: DON MORLEY
Due to his SSDT successes, Mick was also dubbed ‘Monarch of the Glen’ after the famous oil painting by Sir Edwin Landseer by the motorcycle press of the day.
Journalist, Ralph Venables (see Trials Guru’s comments below) tipped Viney off about the young Andrews, whom he had been watching the progress of, closely. A phone call to Viney and that was good enough for Hugh!
Andrews began riding for AJS in 1963 and his first SSDT on the heavyweight four-stroke saw him bag a second place finish behind Arthur Lampkin on the factory BSA C15 (XON688). A feat he repeated in 1964, finishing runner-up to Sammy Miller on the 500cc Ariel. The next two years he finished third on the 250cc James (306AKV) and again on the Bultaco (DOT289D). In 1967 on the prototype Ossa Pennine (ORB222E), machine troubles forced him to retire, but he was back the next year and came home in third, and again in 1969, a second place.
The Ossa Pennine of 1968/69, similar to the one ridden by Mick Andrews. This one is Ted Breffitt’s bike, now completely restored.
His first win in 1970 was on his factory prototype (Barcelona registered: B775073) sporting a much neater tank/seat combination, modified frame and overall a much trimmer package. This particular machine formed the basis for the production ‘Mick Andrews Replica’ (MAR) launched in 1971.
The announcement of the new ‘Mick Andrews Replica’ 250 in 1972 put OSSA on the trials map. Seen here in the SSDT with his prototype (B775073) on his way to win the 1971 SSDT. Brochure: OSSA Motorcycles
Mick also kept his hand in motocross for the Spanish company, racing a 230cc machine when time allowed. Coupled to this his selection for the British ISDT team on several occasions. He rode a factory prepared Ossa in 1970 at El Escorial, Madrid, Spain. For the British team he rode AJS in 1968 in Italy and a 504cc Cheney Triumph in the Isle of Man in 1971.
Repeating his SSDT successes the next two years, Mick wondered if it was time for a change. The Ossa trials machine had been developed only because of the death of Ossa factory road racer Santiago Herrero in the 250cc Lightweight TT in 1970. This saw Ossa pulling out of racing. Ossa, which stands for ‘Orpheo Sincronic Sociedad Anonima’ switched its focus to off-road development and trials in particular and Mick had signed for them in 1967 with the help of UK importer Eric Housely.
Yamaha announced the defection from Ossa in 1973. Andrews was to further develop the trials Yamaha that had been kicked off by Frenchman Christian Rayer, but it was not to be the TY (Trial Yamaha) style that Mick would be given. Factory ‘pure racing’ Yamahas were designated ‘0W’ and it was the Yamaha 0W series that Mick was to be given full reign of.
Watched by Nigel Birkett (Quinn Ossa); Mick on the factory Yamaha on his way to winning the 1974 Scottish Six Days. This is Loch Eild Path on another variant of the cantilever 0W10. – Photo credit: Yamaha Motor Co.
Yamaha’s European operation was called Yamaha Motor N.V., based in Amsterdam in the Netherlands where their race team was officially headquartered.
1973 – Mick Andrews on the YZT250 0W10 in front of his Dutch registered Ford Transit – Photo: Ferry Brouwer
Mick received full factory support and a contract which furnished him with Japanese technicians and a Ford Transit van, suitably liveried in Yamaha racing colours.
Yamaha mounted in the 1977 Scottish Six Days, seen here on ‘Altnafeadh’. This is one of the ‘0W’ series machines. This particular machine formed the basis for the ‘Majesty’ models (the word MA/JES/TY being: MA = Mick Andrews; JES = John E. Shirt; TY = Trial Yamaha) Photo: Iain C. Clark, Fort William
As confirmed by Ferry Brouwer, then Yamaha race technician to Phil Read and Tepi Lansivoiri, all factory contracted riders were supplied with Ford Transits, all Dutch registered and suitably sign-written with the riders’ name on the driver’s door. The enormity of Yamaha Motor Company was in stark comparison to the Spanish Ossa concern.
Surprisingly, all Andrew’s factory 0W’s were all road registered in the UK, a must for many of the national trials Mick undertook in that time period.
Much of the development work was undertaken at Mick’s home near Buxton, Derbyshire with new prototypes built in Japan and freighted over to Amsterdam for test sessions.
Mick Andrews back on Ossa at the 1979 Scottish Six Days Trial, seen here on Loch Eild Path – Photo copyright: Iain Lawrie, Kinlochleven
In 1979 Andrews once again rode for Ossa in the Scottish Six Days much to the delight of spectators.
Mick on the 350 Ossa at the SSDT in 1979. He came 9th position on 135 marks. Photo Copyright: Jimmy Young, Armadale.
Andrews also took young riders under his wing, including the Oakley brothers Nick and Peter. He also started his own ‘Trials Academy’ with the help of Yamaha, the first of it’s type in the UK. Called the ‘Mick Andrews Trials Association’ or MATA for short.
Mick Andrews on JGF729N in a hurry during the 1975 Scott Trial. Photo: Barry Robinson.
Mick’s bikes were ahead of their time in so far as Yamaha experimented with cantilever/mono shock suspension; fuel injection and reed valve induction systems. Much of the Yamaha development work is described in his 1976 book, ‘Mick Andrews Book of Trials’*, which has become a collector’s item with good copies fetching around £100 per copy.
1975 SSDT, Mick Andrews on his way to another win for Yamaha. The machine was JGF729N. The observer in the background is Scotsman, Simon Valente. Photo: Yamaha Motor Co.
Trials Guru on Andrews: I asked Mick when we were together in Robregordo in Spain 2006; did he ever have a job? He replied with a broad smile: “What, you mean an ordinary or proper job? – yes, I did have an apprenticeship to become a motor mechanic when I was sixteen, but then I received the offer of the AJS works ride and I only really had two employers after that, Ossa and Yamaha”.
Group photo, Spain 2006 – Left to Right: Jenny Tye; Jill Andrews (Mick’s wife); Jonathan Tye; John Moffat; Alejandra Cruz Sotomajor; Jean Moffat. Tye is a good friend and neighbour of Mick Andrews. – Photo: Escobe Baco, Madrid
Trials Guru on Ralph Venables: Before he passed away on 4th February 2003, I spoke to Ralph (pronounced Rafe) at length about his unofficial ‘scouting’ for trials talent. “If I see a rider who has promise, I kept an eye on him for some time, not just results, but his approach and style of riding”. “If I thought a rider had the necessary qualities, I would have an idea which manufacturer was looking for riders and I would simply phone the competitions manager and give them details.”
Ralph Venables had the ‘ears’ of all the factory comp managers and his opinion was highly-valued; such was his stature in the sport.
Venables: “I didn’t quite like Sammy Miller’s riding style; he always appeared to crouching over the handlebars compared to other riders of his era, but there again he amassed quite a substantial amount of wins in his career. It just goes to show that one can be incorrect occasionally!”
Ralph was a blunt individual and was quite cutting with his comments at times. This earned him the reputation in Scotland of being ‘the poison pen’ at times such were his comments on certain Scottish-born riders!
He once told me that I, “…wrote too much” and asked if I was being paid by the word! “John, why use ten words when one will suffice?” he quipped. “Read your scripts over twice and cut them down, time is short!” he informed me. I took his advice, when Ralph spoke, people were wise to listen.
I had the utmost respect for Ralph Venables, his knowledge of the sport and the people in it was endless. It was a privilege to have known him. – Trials Guru.
Study of Mick Andrews, former Ossa and Yamaha factory rider – Photo: Claudio Trial Pictures
References:
(*) – Mick Andrews Book of Trials by Tom Beesley & Mick Andrews (ISBN: 9780917856006) Published by: Trippe, Cox. – Now out of print.
front cover of Mick Andrews’ 1976 Book of Trials is now a sought after publication of trials memorabilia.Rear cover of Mick Andrews’ book.Mick Andrews on a 250 Gas Gas in the 2000 SSDT. Photo: Colin Bullock CJB Photographic
Mick Andrews (250 Ossa) on Pipeline in the 1978 Scottish Six Days Photo: Iain Lawrie, Kinlochleven.
Photos: Copyright of individual photographers
Mick Andrews Article: John Moffat – 2014 (All Rights reserved)
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of any article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. All articles are not published for any monetary reward or monetisation, be that online or in print.
More information and reading on MICK ANDREWS:
on the RETROTRIALS website – A full interview with Magical Mick… Here
Video of Mick Andrews: Courtesy of Ferry Brouwer, Netherlands via YouTube
Walther Luft (Puch 250) on ‘Laggan Locks’ – Scottish Six Days Trial 1983 – Photo: Iain Lawrie, Kinlochleven, Scotland.
Walther Luft, former Austrian Trials Champion, Puch factory rider and exceptional machine developer and innovator is 70 years of age!
Happy Birthday Walther from Trials Guru!
Walther Luft (crouched) examines the Walwin BSA of Ross Winwood at Gorgie Market, Edinburgh in 1970. Standing middle is Austrian Peter Bous and looking away is Scottish ACU secretary T. Arnott Moffat, a great friend of Luft and Bous. Photo: Hans Maiditz, Graz
Walther’s first Scottish Six Days Trial was in 1970 on a 169cc Puch which he made himself. He was accompanied by his good friend Peter Bous and Puch manager Hans Maiditz a former ISDT rider for Steyr-Daimler Puch A.G. (Graz).
Walther won the Edinburgh Trophy for the best foreign rider at his first attempt.
Luft developed the Puch trials machine virtually on his own with parts supplied by the factory at Graz. He took the Puch 169cc six speed motor out to a full 250cc displacement. It was a machine which was nearly 20 years in development.
Luft was always making components lighter, in fact well before his time the same processes were used many years later my mountain bike riders and manufacturers.
Walther was a talented engineer and exceptionally good at metal working as this was his trade or craft.
Much of the Puch was made from Nylon 66 material, such as the sump guard and chain tubes which was a feature of Luft’s machine and was copied by Montesa when they brought out the production Malcolm Rathmell Replica 348 machine in 1976.
Luft also went on to develop along with German champion, Felix Krahnstover the KTM trials machine. However the growing KTM concern decided to pursue motocross and enduro markets, as they were more lucrative and profitable for the Mattighoven based organisation.
A story here from the premier Austrian ‘Trial.at’ website:
Bob MacGregor is the only Scotsman to have ever won the Scottish Six Days Trial, seen here on Kinloch Rannoch in 1939 on his factory Rudge.
The fourth annual ‘Bob MacGregor Memorial Road Run‘ open for classic motorcycles (or anything special) will be taking place at Killin, Perthshire on Tuesday 28th April, 2015.
In memory of Bob MacGregor, the only Scotsman to have ever won the Scottish Six Days Trial, the event takes place two days before the preamble to the Pre’65 Scottish Trial at Kinlochleven.
MacGregor won the SSDT twice, in 1932 and again in 1935 on Rudge machines and had a greengrocers’ business in the town of Killin, the shop is still there.
Guest of Honour this year will be John Moffat, the Trials Guru, who will start the event and will travel along with local trials rider Bobby Lafferty, the event organiser. Bobby also organises the annual national trial named after MacGregor.
The route will traverse through the picturesque Glen Lyon and pass some old SSDT sections along the way.
Moffat intends bringing his 350 AJS, JSC905, which is the very bike his late Father rode in the Scottish Six Days in 1953 & 1954, the same bike that his son, David rode sixty years later, at the very wet 2013 Pre’65 Scottish Trial.
Those who want to join in the fun and nostalgia can do so by contacting event secretary, Peter Remington on 01539 560695 or click on the website: www.cumbriaclassic.co.uk
John Moffat (Trials Guru) standing, checks over JSC905 with son David. Photo copyright: Mortons Motorcycle Media.
Montesa recognised at an early stage that Rob Edwards was a most suitable rider to promote the brand worldwide. (Montesa sales brochure from 1971)
Hi Again, Many thanks for all your comments, I feel very honoured that so many of you have remembered me. Leaving Cotton Motorcycles was a necessary move if I was to improve, but I will always be grateful for the support Norman Crooks gave me. I knew exactly what I wanted to ride… a Montesa!
Plucking up courage, I telephoned Montala Motors in London who were the UK importers at that time. I told them my name and some of my results.
I asked if there was any chance of riding for them?
I was told that they simply had no vacancies. Montala’s ‘dream team’ being Gordon Farley, Lawrence Telling and Don Smith. However, I asked that if a ride became available I would like to be considered. I had set my heart on riding for Montesa but as this was a no-go, I would have to try elsewhere.
An early Cota Prototype. Development work by Christian Rayer (France) Pedro Pi and Don Smith ensured that Rob Edwards had a well-proven machine when he switched camps to Montesa (Permayer S.A.)
The only other top bike in my estimation was a Bultaco Sherpa, so I took a sharp intake of breath and phoned up Comerfords in Thames Ditton, Surrey, the Bultaco importers. Most of the male employees who worked at Comerfords were trials riders. So much to my delight, things started to look a lot better.
Having a bike could be sorted immediately and they were sure that Bultaco Spain would give me a contract. “We will be back in touch as soon as we hear anything”, were their parting words.
I put the phone down and gave a big sigh of relief, things were really starting to move. Then the phone rang, but this time it was Montala Motors boss John Brise. Apparently seconds after I had talked with them, Montesa Competitions Manager, Alberto Mallofre phoned them. Unknown to me, it appeared that Alberto had been a fan of mine for a long time and he had wanted me on a Montesa.
I don’t think John Brise really knew anything about me and was being polite when I phoned him, but the factory did and that was the break I needed!
The prototype Cota from 1967, you can see the similarities to the British built Cotton Minarelli. Rob decided that his bike of choice in 1969 would be Montesa.
It seemed that everybody knew about me at Montesa, they had been keeping an eye on my results.
They said everything was in hand, so don’t look elsewhere! Alberto was on the phone to me the next day asking me to go to the Spanish round of the European championships in Barcelona.
While I was there, he had a few things he would like to talk to me about.
I traveled there with fellow Montesa riders Charlie Harris and Ian Haydon.
Now that things were up and moving I was back on the phone to Comerfords to offer my thanks for trying so hard for me. I take this opportunity to thank everyone at Comerfords back then, even although I made the move to ride for Montesa. – Rob
Trials Guru: Montesa, by 1968, had made serious in-roads into the UK trials market with their Cota 247 Mk1 model. It was becoming a very popular machine which would allow British riders to make a name for themselves in national events. Rob mentions the Montesa ‘Dream Team’ and that is correct in that Lawrence ‘Sparky’ Telling, Don Smith and Gordon Farley had all left the Greeves marque for Montesa. Charlie Harris was effectively a development rider in the Uk for the Cota.
Alberto Mallofre, the competitions manager at Permanyer S.A., the company that manufactured Montesa, was a forward thinking individual. Don Smith was a well-known extrovert on the UK trials scene and promoted the Cota successfully from 1967-70. However, he became frustrated with the lack of development progress and quit the team in 1970 to develop his own machine called the Don Smith ‘Stag’. Utilising his own ideas and a Montesa Cota 247 motor with the ‘M’ symbol carefully removed from the crankcase covers, Smith entered the 1970 Scottish on the black and white machine.
Montala Motors ‘Montesa Dream Team’
Lawrence Telling pictured here in the 1969 SSDT – Photo Courtesy, Peter Bremner, Inverness.
Gordon Farley – 1969 SSDT – Photo courtesy, Peter Bremner, Inverness
Don ‘D.R.’ Smith – 1969 SSDT – Photo Courtesy, Peter Bremner, Inverness.
Montesa ‘Ambassador’ Rob Edwards:
The beginning of Rob Edwards’ role as Montesa Ambassador. Seen here at a trials school in Spain, Rob (holding loud-haler) addresses the crowd, on his right are Alberto Mallofre and Pedro Pi. Photo courtesy of Luis Munoz, Madrid.
To Be Continued …
Copyright:
Words: Rob Edwards/Trials Guru, John Moffat 2014.
Acknowledgement: Peter Bremner, Chairman Edinburgh & District Motor Club Ltd. For Montesa Photographs used in this article.
To read all of Rob Edward’s story of his life in trials click… here
Rob testing the Cotton Minarelli 170cc trials machine in 1968. Italian Minarelli motors replaced the 37A Villiers powerplant.
Hi Reader and thanks for your support.
I am enjoying it and I hope you are too?
Having ridden a 250 Bultaco in the 1966 Scottish, I moved on to ride Cottons and rode a 250 Villiers powered bike in the 1967 & 1968 events.
1968 SSDT on Foyers with the 37A Villiers powered Cotton. Rob was fourth in the event.
In the late sixties Cotton changed from the 250cc Villiers 37A motor to the Italian made 170cc Minarelli engine. I was given a large gearbox sprocket to carry in my pocket.
The idea was to fit it when we were due to do long stretches of road work.
The problem was, I was always so late on time I didn’t have the time to swap it!
On the final days’ lunch check, the thought of doing 30 miles an hour back to Edinburgh was very daunting indeed. It wasn’t helped by seeing the works Greeves fitted with minute rear sprockets.
Their cruising speed was around 70mph. Bill Brooker was the Greeves competition manager and he really had his finger on the pulse.
On more than one occasion he went out of his way to help me. My idea of a true sportsman and excellent competition manager.
It was short on ‘flywheel effect’ inertia and dreadfully low geared. Thanks to my pals at Head Wrightsons, a brass band was machined to fit onto the flywheel.
This made a big improvement to the engine characteristics, wheel grip and so on.
Entered by Norman Crooks Motorcycles, I rode with this modification in the 1969 Scottish and won the best up to 200cc class.
Rob Edwards in 1969 on the Cotton at Coalasnacoan in the SSDT on his way to win the 200cc Cup.
To solve the low top speed problem, I had sent Cotton a drawing of my flywheel modification but had heard nothing back. I wasn’t surprised when one week after the SSDT there was a half page advert in the Motor Cycle News, telling riders how good the modification was and how much they would sell you one for. I was gobsmacked!
However, I didn’t receive any thanks for the 200cc cup win or flywheel modification!
After winning the Alan Jefferies Trial, I decided to treat the Minarelli to a set of piston rings. I rang the Cotton factory up and in due course they posted them to me.
Unfortunately you’ve guessed it – I broke one when fitting them.
I rang Cottons for another set. Two weeks later they still hadn’t arrived.
When I phoned them, the top man answered the phone. ‘Mr. D’ said that he wasn’t going to send me anymore rings until I explained exactly what I had done with the others.
It was then I decided it was time to move on.
When Pat Onions was in charge of the competition shop there was never a problem.
Things were changing and it was time to abandon ship. But where to? – Rob
1968 – Rob Edwards (centre) discusses the Cotton Minarelli with Cotton’s competition manager, Pat Onions (left) and frame builder Eric Lee. The photo was a factory publicity shot.
Rob testing the Cotton Minarelli 170 a bike which he made some modifications to make it more competitive.
To Be continued …
Trials Guru: The factory Cotton Minarelli that Rob Edwards rode was to become the production Cotton ‘Cavalier’which was produced at around five machines per week. Supplied to customers in ‘kit’ form to avoid purchase tax. The 1969 Scottish– Rob Edwards came home in a creditable tenth position and another Special First Class award on 59 marks on his 170cc Cotton. The eventual winner was Yorkshireman, Bill Wilkinson who was to be the last British rider to win on a British built machine, a 250cc Greeves (WWC169F).
1969 SSDT Programme with a 1968 photo of Rob Edwards on the 250cc Cotton on Glenogle section on the first day.
Rob remembers! : Isn’t it always the way? You start writing about one thing and another one pops into your head! Anyway, here is something I remembered about my Cotton days.
I traveled a lot with Brian Hutchinson. The problem was that Brian worked on the family farm. I would be at the farm at 4.30pm but it would be 6.30 pm before we started our journey.
One time in particular we set off for South Wales with light snow falling.When we reached the M1 motorway, the traffic was almost at a standstill. This didn’t bother ‘Hutch’ – he went straight across into the fast lane that nobody was using because the snow was too deep.
No problem! he had the Austin A55 pick-up to 80mph in no time and we had the fast lane to ourselves all the way to Sheffield!
We finally arrived at Merthyr Tydfil at 1.30am. No bed and breakfast or anywhere was open. It was freezing cold – you know its cold when your breath freezes on the windscreen. Close to death, we drove to the railway station and as luck would have it there was a gas heater on the wall.
You had to reset it every minute but this was the Ritz compared with the pickup. We took turns pressing the start button.
Unfortunately one time it didn’t ignite. I was woken up by the smell of gas and a hissing sound. The next second, there was a tremendous bang and the heater left the wall it was on and splattered against the opposite one.
We were last seen running flat out along the platform with the station master in hot pursuit shouting: “I’ve rung the police boyo you’ll not get away”. It was back to the “pickup hotel” after that! – Great memories – Rob
The 1969 SSDT Official programme front cover, the year Rob Edwards came home 10th and won the up to 200cc cup on the Cotton Minarelli.
Copyright:
Words: Rob Edwards/Trials Guru, John Moffat 2014.
To read all of Rob Edward’s story of his life in trials, click… here
The Premier Trial Website – Recording the History of the Sport 'Established 2014'
TRIALS GURU - DEDICATED TO TRIAL 
