In case you didn’t know, Trials Guru was represented on Nevis Radio during the Scottish Six Days Trial week in Fort William. The website owner, John Moffat was the guest presenter on the daily show which broadcast from 7-11am Monday to Friday and 7-12.30 on the Saturday as the last man, John Shirt (240) left the Parc Ferme.
Thanks to: Nevis Radio; Michelin; Gavin Cairns Roughcasting Ltd; Thistle Access and Comms West for their support.
If you want to review the interviews and commentaries on the SSDT Show, here are the links:
Photos: Mike Naish; Linda Ashford; Glenn Carney; Mike Rapley.
This is a profile, which dates back to 2007, of one of the most pleasant riders you would ever wish to meet. Enthusiastic, courteous, friendly, always willing to lend a hand. Somebody who encouraged young riders to take up the sport; an organiser, co-ordinator and course plotter. A rider who at sixty-six was the oldest rider in the South West Centre, and performing well at that. Who could have a bad word to say about a real genuine gentleman? Mike Hann.
Mike Hann (325 Bultaco) – Photo: Mike Rapley
Mike Naish: Have you always lived in Dorset, and how did you become interested in motorcycles?
Mike Hann: “I was born in the small Dorset village of Leigh near Sherbourne in 1941. My grandparents and parents were very keen motorcycling families and my father was an excellent engineer. He had been in the Royal Signals during the war and was captured by the Japanese in Singapore. During his captivity he was made to work on the Burma railway. I did not see him until he came home after the war when I was seven years old. He was an enthusiastic motorcyclist but all his bikes were road going models.
Every evening all the local bikers would gather at our house, drink tea and coffee, maintain their bikes and of course all the talk was about bikes, so I suppose it was inevitable that I would become interested. I saw in them a great sense of comradeship and I was learning lots from an early age.”
“When I was about thirteen, along with Badger Goss and Tony Chant, we joined the legendary grass tracker, Lew Coffin as trainee assistants at his parent’s place at Pond Farm, Hillfield. We worked five days a week for no money because Lew said it was ‘training’. Lew had a spare stock bike which we used to share at grass track meetings. Badger was useless as a mechanic but as you know he became a world class competitor joining first Cotton and then Greeves. My father and I looked after Badger’s machinery in his early days.”
“Tony was excellent at both grass and scrambles but he used to annoy Lew by going out at ten o’clock at night to see his girlfriend. Lew reckoned that if you were going to be dedicated to bikes there was no time for anything else. I enjoyed my time with Lew, he taught me a lot.”
MN: Apart from the odd grass track, what was your first competition bike?
MH: “At fourteen, I joined Yeo Vale and Somerton Clubs and very soon became involved in the running of events which I still am today. In 1957 I purchased my first scrambles bike, a 250 Greeves that was followed through my scrambling period by a succession of Husqvarna and Maicos. In 1958 I started work as an apprentice motor mechanic. This enabled me to afford to start scrambling which I did until the mid 70s when it was motocross.”
Mike Hann struggles to control his wayward 250 Greeves at a South West scramble.
MN: Any highlights you want to share?
MH: “Reaching good ‘Expert’ status. Scoring two British Championship points at a South Molton British Championship round and winning a support race at a Farleigh Castle World Grand Prix in the 1960s. After a short engagement of ten Years, I married my wife Evelyn. It cost me seven shillings and six pence, thats thirty-seven and a half new pence. She was a farmer’s daughter, excellent value for money, because we also gained three family farm venues for trials which we still use today. Not bad hey?”
Mike Hann aboard his 400 Maico in 1974.
“It was in about 1973 that I had an unfortunate crash in a support race at a winter TV Grandstand meeting. It left me with a nasty broken leg and thigh damage. I missed half of a season being repaired and as much as I tried I could never quite get back into it. It was no longer enjoyable. This coincided with a new daughter and I had started the garage business at Bishops Caundle. Before that I had worked for ten years at Yeovil Technical College teaching motor vehicle maintenance. Common sense and family advice prevailed, motocross ceased and the magical world of trials began.”
Mike Hann guns his 250 Husqvarna.
MN: So how did you start your trials career?
MH: “I met up with my long standing friend Keith ‘Ringo’ Ring and then started the long uphill climb up the trials ladder. Although good riders made it look easy we both found trials a lot harder than we first anticipated. Our local heroes at that time were Martin Strang, Geoff Parken and Hedley Ashford. They seemed to win an event on about ten marks lost and we took simply ages to get under one hundred marks. Remember, no dual routes in those days!”
Mike trialling an early model 10 250cc Bultaco Sherpa.
MN: How did you find trials compared with scrambling?
MH: “Right from the very beginning of my trials it was the sense of help from others and the general friendliness of everyone which was very apparent and different from motocross-which is still very true today. As I have already said we found trials at the start very difficult, but after quite a long time we eventually worked our way to ‘Non Expert’ and then ‘Expert’ status. Because I am living in Sherborne Dorset, I am officially resident in the Southern Centre ACU but right from the very beginning I have always considered myself a South West Centre person. I always loved my scrambling days as much as anyone but the magic of the trials world is absolutely the tops with me which of course includes all the people within it.”
Mike Hann on a Bultaco riding ‘Ruby Rocks’ – Photo: Mike Rapley
MN: You have competed the SSDT a number of times?
MH: “Yes, our Yeo Vale chairman in the early days was the well known Percy Butler. We all admired his dedication to the club and the South West Centre; he was admired by all who knew him. This was with the exception at some of the South West Centre board meetings because when Percy was there you knew it was going to be a long evening!
I always remember Percy saying to me “Son, thee can’t call thee sell a trials rider till thee have ridden and finished the Scottish Six Days Trial”.
Mike Hann tackles ‘Fersit’ on his 240 Fantic in the 1984 Scottish Six Days Trial.
“Yes Percy” I replied, “OK, if that’s what it takes Percy, then that’s what it will be”. Well I tried to make entries in 1976, through to 1979, but all were refused as the event was full up. Then in 1980 that special Edinburgh letter said ‘YES’ riding number 180. What the hell have I done now I thought, as the realisation dawned? There was no backing out and I really did not know what I was letting myself into. That was the start of ten superb Scottish Six Days that I rode in with enough good memories to keep me going for ever. It included two retirements and I can never thank Percy enough for urging me to enter in the first place.”
The Fantic 301 of Thierry Michaud at the 1986 SSDT – Photo: Glenn Carney
MN: What about your bike dealership?
MH: “From 1980 to 1990 I was a Fantic trials main dealer. I loved every second of it but it took up lots of my time and in reality it was difficult to keep going with the main garage. Sadly when my parents passed away a tough decision had to be made, the garage earned my bread and butter and the bikes didn’t, so regrettably the Fantic Agency had to go. I have to say that during those ten years the Fantic importer Roy Cary and his wife Helen were absolutely fantastic. For example in 1981 a spectator stole my riding jacket at the top of Pipeline, having put it at the ‘ends cards’ prior to riding the section. Mrs Cary was there and insisted I use her own coat to continue the event. That was beyond the call of duty. Following this I have been privileged to take part in six Pre65 Scottish events in total, with a variety of machinery, and once again my good friend Jack Coles allowed me to use his beautiful 500 Ariel, a machine which I rated as perhaps the best bike I have ever ridden.”
Mike Hann on ‘Pipeline’ in the Pre65 Scottish Trial on the 500 Ariel HT5.
“In fact I did actually own it for a short time but a long standing back injury incurred a few years prior made riding the Ariel continuously a very painful exercise, so Jack had it back.”
Mike Hann, seen here on a 240 model, will always be associated with the Italian Fantic marque, having ridden and sold them for many years at Bishops Caundle.
MN: Do you run any road bikes?
MH: “I love the older bikes and am a very keen member of the Dorset Vintage Club and sometimes take part in their club runs on my 1929 BSA 350. My brother Rodney, a retired policeman is chairman of the Vintage Club and in my capacity of car and bike MOT testing I get my oily hands on some very exotic machinery which I really enjoy. I consider myself lucky to be able to compete in the South West for fifty two years continuously and above all still very much like to get up early on a Sunday morning to meet the Yeo Vale gang and centre friends and enjoy another good days sport. I am often asked ‘What are the highlights of your trials life?’ and my immediate reply is ‘Every Sunday’. I am not afraid to admit that no one enjoys their sport more than I do.”
Mike Hann on a 1921 Sunbeam 1000cc vee-twin taking part in the Banbury Road Run.
MN: What do you think of the Pre65 scene?
MH: “My father was often Clerk of the Course for the Yeo Vale trials and I was helping him one day when he said to his helpers ‘Let’s get the Experts to ride over this part of the fallen tree and the rest of the entry over this lower part’. That was the very beginning of the dual sections and now of course many times a triple route. In the sixties and seventies when single route sections were the norm you very rarely saw competitors over forty years old, but look at us now with multi route sections, we are all catered for which perhaps is the best and most sensible thing to happen to our sport.”
TALMAG Trial action from Mike Hann on a Matchless.
“One side of our sport which really saddens me is the mad mad world of Pre65 British bike trials, you could write a whole book on the subject. But when you have a section of people spending £12,000 building up an exotic engineered super bike and then entering it in a Pre65 event when the original cost was £300 it is a complete sad joke. The premier event is obviously the Scottish Pre-65 Two day and you could correct the situation overnight if you gave the awards to the competitors whose machine is in the correct spirit of the pre-65 movement.”
MN: And what of the future?
MH: “At sixty six and feeling sixteen you certainly appreciate much more all the things we take for granted. We appreciated our fortunate health, also the massive amount of club work, the observers, the help and support from my wife and family. Every Sunday I am riding Evelyn is running the garage forecourt. A customer recently asked me what I am going to do when I retire from the Garage. I said I would like to be a professional Trials rider and to be sponsored by my wife. She said that she had been doing that for years. In all a happy appreciative South West Centre rider whose favourite day of the week is Sunday. All the best to everyone.” – Mike Hann
Mike Hann entertains during an ‘Up Memory Lane’ gathering organised by the SWCTA – Photo: Mike Naish
This interview took place in November 2007, so the dates and ages will have change considerably. – Mike Naish
Trials Guru Post Script: When Mike Hann rode the 1980 Scottish Six Days with riding number 180, an enthusiastic parc ferme marshal when calling out the numbers in the morning, when he came to Mike’s number he called out in a loud voice “One Hundred and Eightyyyyy” in the way they do at darts competitions. This happened every morning with people laughing. Mike had to ask what the joke was!
Mike Hann (Fantic) at the Somerton Classic Trial – Photo: Linda Ashford
Mike Hann, nominated by several like-minded enthusiasts in the south of England. Mike is somebody who encouraged young riders to take up the sport; an organiser, co-ordinator and course plotter. A rider who at sixty-six was the oldest rider in the South West Centre, and performing well at that – Dedicated To Trial. Mike Hann was duly inducted to The ‘Trials Guru VIP Club’ in March 2026.
‘Mike Hann chats to Mike Naish’ is the copyright of Trials Guru and Mike Naish.
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.
It is with sadness that we announce that the former AJS factory trials rider, Gordon O. Mclaughlan has passed away.
From Thornaby on Tees, North Yorkshire, Mclaughlan was one of the ‘Three Gordons’ AJS factory team comprising of Gordon Mclaughlan, Gordon Blakeway and Gordon Jackson. he was a motor dealer and owned Gordon Mclaughlan Motors, BMC and British Leyland agents.
AJS teamster Gordon McLaughlan seen here on his factory AJS 164BLL at the Colonial Trial in 1963 – Photo: Charlie Watson, Hull
Gordon was a member of the Middlesbrough & District Motor Club, a keen Scottish Six Days and Scott Trial competitor in the 1950s and 60s.
His last motorcycling event was the Scott Trial Reunion dinner, hosted by Sid Lampkin at the Kings Head Hotel on November 9th 2024, where he sat at the top table and conversed most of the evening with his friend, Arthur Lampkin.
A Brian Holder photo of Gordon Mclaughlan in the 1960 SSDT on Devil’s Staircase. Watched closely by SACU official Jim Birrell ( standing with camera) and Ralph Venables (seated, top left) – Photo couresy of Ian Harland
Gordon Mclaughlan’s funeral will be held on Friday, 20th December 2024 at 11:00 in St. Bedes Chapel, Acklam Crematorium, Middlesbrough, TS5 7HD and at Middlesbrough Motor Club thereafter.
Photos: Iain Lawrie; Alistair MacMillan Studio, Fort William; Jimmy Young; Peter Jerred; Anthony Hylton.
In late 1972, Honda Motor Company launched their trials effort in Japan, code-named quirkily as ‘Bials for Trials’ debuting their small capacity which later became the production TL125 for the UK and Europe and the TL250 specifically for the North American market in 1975. From that time, there were to become official Honda trials models, but mainly the giant Japanese manufacturer created some very good motorcycles for the sport of trials, but few reached series production. This encouraged smaller concerns to build their own, using Honda engines. Honda even adopted a model made in the UK, built by Colin Seeley International, the Seeley Honda TL200E. This was in collaboration with Honda’s Racing Service Centre (RSC). The Seeley frame featured top and down tubing of square section as did some of the factory special Hondas.
The original 124cc TL was to provide an entry level machine for trials sport and with ten times British Champion, Sammy Miller MBE effectively in charge of development, it came as no surprise that he would eventually provide upgrade parts through his New Milton trials emporium. He would later produce a ‘Hi-Boy’ frame kit, as Sammy had produced for the Bultaco Sherpa T which he also developed from 1964 until 1974.
Honda publicity material from 1975 – Photo: Honda Motor Co
Conversely, down in St. Ives, Cambridgeshire, Peter Jerred ran a motorcycle dealership in the mid 1970s, he had taken a shine to the little Honda.
Peter was educated at Ottershaw boarding school at Ottershaw in Surrey and had studied building and land surveying at Guildford College and went on to become a senior engineer on various road projects in the south of England. He was at that time a keen scrambles rider.
Nick Holt on Ben Nevis during the 1979 SSDT – Photo: Jimmy Young.
Jerred set about building his own version of the Honda TL125 and pulled a team together for the 1979 Scottish Six Days Trial, which attracted a good bit of interest in Fort William that year, during the weigh-in Sunday. The team comprised of Nick Holt, Nick Fossey and Jim Kelly.
Nick Fossey on his Jerred Honda, tackles ‘Ben Nevis’ section in the 1979 Scottish Six Days Trial – Photo: Jimmy Young.
The previous year, 1978, Nick Holt had ridden his Jerred Honda to 104th position losing 460 marks. He received a first class award and was third best 200 that year on the prototype.
Nick Holt (200 Jerred Honda) on ‘Laggan Locks’ in the 1978 SSDT, watched closely by Austrian, Joe Wallmann. Photo: Alastair MacMillan Studio, Fort William
Peter Jerred tells it in his own words:
“I had a TL125 which was rather short of power and lacked quite a lot more. Sammy Miller began selling piston kits which took them up to 150cc, which was actually a modified standard Honda 750/4 piston with some machining work done on the piston crown. So, using one of those the next thing to do was ‘stroke’ the engine. The obvious amount was six millimeters, as each link of the cam-chain was six millimeters.”
The Jerred chassis in all its glory – Photo: Peter Jerred
It all started with a Renault 4:
“Next on the list was the chassis department, Mike Mills of BSA fame had got involved, having ridden in my Renault 4 across a ploughed field, no real power but long travel soft suspension. This allowed the drive wheels to stay on the ground rather than hop across the ‘undulations’ with thanks to Murray Walker, losing grip every time it was in the air. Mike therefore designed that frame so that all standard TL parts would fit but massively increased rear travel built in to the design. Mike at that time was possibly the best engineer in the field of suspension in Europe if not the World having worked for Ohlins with international racing star, Kenny Roberts.”
The long travel rear end can be seen in this photo, the dampers were inclined and the lower mounts located closer to the engine than the TL125 Honda – Photo: Peter Jerred.
“The TL125 frame was re-designed with only two slightly bent tubes and tig welded, very unusual at the time, by talented fabricator, Bill Wooldridge in his workshop at Weedon, Northamptonshire. The frame numbers begin with the year they were built, for example 1979 begins 79. The frames were finished in bright nickle, just like the Rickman Metisse frames were.”
“Nick Holt rode the prototype which had the rear mudguard loop made from a pair of bicycle front fork legs and it used a standard TL tank and aluminium side panels. The side stand was fitted to the offside, whereas later bikes had it fitted on the nearside.”
The prototype Jerred Honda ridden by Nick Holt in 1978. The standard TL Honda fuel tank and aluminium side panels can be seen here clearly. XL front forks with a forward wheel spindle was used. The name ‘Mills’ is also on the fuel tank. The exhaust was a one-off special item. Holt rode this machine in the 1978 SSDT. Photo: Peter Jerred Archive.
“The exhaust was also very different as it only had the front box with a short tail pipe. The kick start was reworked, which allows the bike to be started without lifting the footrest. I used to offer that modification on the basis that the customer sent me his old kick start that I would modify for the next customer. It was a good little mod.”
Angular Fuel Tank:
“The fuel tank was folded aluminium, in a similar style to a CCM tank which was another Mike Mills project. Fibre glass was used for the air filter and the side-panel and seat unit.”
The ‘Jerred Honda’ of Colin Moyce from Rye at the 1979 SSDT – Photo: Peter Jerred Archive.
“At the time, nothing was written down like professional race teams except the drawings for the frame. As mentioned, the first remit was that standard parts from the TL125 Honda should fit perfectly. Obviously, the tank and air filter and exhaust were special and supplied as part of the kit.”
The alloy fuel tank and Fibre glass components for the Jerred Honda – Photo: Peter Jerred Archive.
Suspension:
“Forks were standard straight exchange including yokes. Rear suspension, now that where the biggest and most significant change was made, by the standards at the time, the late 1960s and early 1970s. As I said previously it was massively long and unbelievably soft, controlled by the blue Girling Gas shocks with the twin spring set up. Many people did not understand that the combination of a long soft spring and the inclusion of the short square section orange spring actually further reduced the rate of the long soft spring.”
Nick Holt (200 Jerred Honda) takes a steadying dab in the 1978 SSDT on ‘Garbh Bheinn’ – Photo: Alastair MacMillan Studio, Fort William.
“Let us say the soft spring was rated at 60lbs per inch, then for every inch the unit moved both springs would compress, therefore the soft spring had not moved an inch, the 60lb/inch rate is reduced. Still with me? The suspension movement was just a little over ten inches! In general, when a rider was sat/stood on the bicycle, approximately half of that was taken up, around five inches, so plenty remaining to absorb impact and the same amount to drop in a hole and still retain grip. The hubs were standard TL125 Honda but on the “works” versions the fins were turned off; rims were re- anodised gold.”
Front End:
“Back to the front forks, although standard forks were okay. We tried several options, Bultaco/Betor, Marzocchi, Honda XL, the ones with the leading axle and the XL forks ran without springs but with air. Mudguards were Bultaco/Gonelli standard on rear, but the front version turned round with the flap trimmed off, which is very popular nowadays.”
Engines:
“There were three variations. 220cc in the bored and stroked version and 175cc with just the over-size bore however that came in the Over Head Cam TL engine and also in the push-rod version based on the CG 125 motor with trials gears added. In a funny sort of way, I liked the CG based engine, it was unusual, quiet and a little lighter. Going back to the 220cc engines, there was a lot of work to produce one. A spacer was required to lift the barrel 6mm, the cam chain had to be two links longer, extra weight was added internally to the crankshaft which also needed the piston to have a little of the skirt removed for clearance.”
“The crank pin had to be moved to account for the barrel being lifted 6mm. We over-bored the flywheels, plugged the hole and bored the new position for the crank pin 6mm offset.”
“There was also additional weight added to the external ignition flywheel. To do this there was a skim taken the external diameter and a stepped sleeve pressed on. To allow for the extra width of the ignition flywheel the near side outer case was spaced out 15mm.”
Lubrication:
“As far as lubrication was concerned, Jim Kelly had a connection with ELF lubricants, hence the large sticker on the tank of his bike. All the others ran on a standard 10/40 oil. They never used a drop between oil changes.”
Carburation:
“Fuel continued to be delivered via the standard TL carburettor but attached to the cylinder head by a purposed made manifold. From memory, surprisingly little was changed in the jetting department.”
Exhaust:
“As far as the exhaust was concerned, the front pipe was retained but married to a large fabricated open chamber and one to a pipe with a quite simple muffler on the end exiting just behind the top of the offside rear unit. The exhaust was relatively quiet, and Mike Mills explained it like this. If you had a motorcycle exhaust pipe going in the front door of the Albert Hall and a pipe coming out of the rear door, there would be little sound to be heard. I know it’s more complicated, but the principle has some logic.”
“Although we made twenty-five Jerred Honda kits, records of who they were sold to are unfortunately long gone! I have two, one of which I have begun to restore, frame number 15 and I hope that perhaps Sammy Miller could find a space at Bashley Manor for it. The complete frame weights in at 14lbs (6.36 kg).”
“Nick Fossey was exceptionally good on one, Nick Holt enjoyed his time on one, Jim Kelly and Mike Butcher also had one. Finally, I think, the bicycle was ridden briefly by both a Honda and a Yamaha test rider at an SSDT and within six months, if my memory serves me correctly, they both had long travel soft suspension.”
“For the 1979 Scottish Six Days, Nick Holt’s bike had Marzocchi forks, Nick Fossey had Bultaco on his. I also used XL125 on one of them and they didn’t use springs, the fork caps were linked together with a valve on one and were pumped up from that valve. Air gives a progressive rate and it worked quite well. The issue for the rider of course is that what is going on in the head, often overrides what is going on with the bike!
M. Miyashita samples the Jerred Honda of Nick Holt at the Scottish Six Days Trial at Fort William in 1979 – Photo: Peter Jerred Archive.
“I’d like to think that in its own way the bicycle was a little special for its time which must be credited to Mike Mills who was just a talented motorcycle designer/engineer.”
Nick Fossey pilots his Jerred Honda, entered as a ‘Mills honda 200’ in the 1979 Scottish Six Days. The Bultaco front forks are clearly distinguishable in this photo – Peter Jerred Archive.
The Jerred Hondas in the SSDT:
The Jerred Honda enterprise at the 1979 Scottish Six Days. Left to right: Nick Fossey; Jim Kelly and Peter Jerred. Number 59 was Nick Holt’s machine, 95 was Nick Fossey and 90 was Jim Kelly. Not in photo is Nick Holt – Photo: Peter Jerred Archive.
History records that all three of the Jerred Honda team riders competing in the 1979 Scottish Six Days, finished the event. Nick Fossey who was entered on a ‘Mills Honda 200’ riding number 95, was 87th losing 387 marks for the week. Nick Holt (Honda 200) riding number 59 came home in 130th position losing 478 marks.
Watched by a full gallery of spectators, Jim Kelly (Honda 190) on ‘Altnafeadh’ in the 1979 Scottish Six Days – Photo: Iain Lawrie
Third man in the Jerred team was Jim Kelly (Honda 190) whose riding number was 90 and came home in 164th position on 547 marks.
SSDT 1980, Nick Holt on the Jerred Honda 200 on ‘Calliach’ the machine is sporting Marzocchi front forks – Photo: Iain Lawrie
The following year, 1980, Nick Holt was entered under number 18 and finished in 123rd position on 464 marks.
Peter Jerred still has fun with off-road motorcycles. Photo copyright: Anthony Hylton
Peter Jerred: “Mike Mills was not only my brother in law, but also a great friend and talented design engineer who is sorely missed to this day. He really was the man behind this venture and I will always be truly thankful for his help. Mike had an affinity to the sport of motorcycling which we all love.”
Peter Jerred is still involved with motorcycle sport, having become immersed in classic scrambles in recent years, campaigning specially tuned and modified CZs. He also makes gear shift kits for the Czechoslovakian machines.
Trials Guru’s John Moffat got to know Peter Jerred when he purchased a jack-up stand from him in the early 1990s.
Moffat: “I bought one of Peter’s jack-up stands that he was selling at the Scottish Six Days one year. It was a very sturdy and well built item and was finished in red powder coating with a good quality bottle jack and securing bar. The jack has been in my workshop since then and has been used countless times when working on my motorcycles. I always ask Peter when I see him at scrambles if the warranty is still in date and we have a laugh about it. Peter is a great character, very knowledgeable and an enthusiast. He is always willing to help when required.“
Colin Moyce’s privately entered Jerred Honda at the SSDT in 1979 – Photo: Peter Jerred Archive.
Following the publishing of this article, we discovered that the Jerred Honda bearing the number 137 was the machine owned by Colin Moyce from Rye, East Sussex.
Colin Moyce: “Honda number 137 was my bike, you could buy the kit from Peter and build the bike yourself. I loved that little Honda and never went back to a two-stroke trials bike after owning the Honda. The rear suspension was amazing, it found grip like no other bike at the time. This was based on the trials in South East centre, where our conditions consisted of mud, more mud and total mud. The little Honda was in a world of its own, my club mates were just in shock on how much grip it achieved. Currently I’m riding a Triumph Cub or BSA B40 in pre65 events.“
“I rode the Honda in the 1979 Scottish Six Days, I then won the Scottish raffle for a free entry the following year, Jim McColm was SSDT secretary at the time, unfortunately I did not manage to claim the free ride as I was working in the Middle East for five years. I understand the bike is in Scotland now, I’m trying to get a contact number as would love to have it back. I wonder if Brian Fowlers’ Rapid Araldite is still covering the hole in the casing after hitting a rock on the Tuesday? That Araldite rescued me from retiring.”
It all started with a Renault 4 – The story of the ‘Jerred Hondas’ article is the copyright of Trials Guru and Peter Jerred.
Tribute to Mike Mills
Words: John Dickinson
From Kendal, John Dickinson, former editor of Trials & Motocross News on his Suzuki at the 1980 Aberfeldy Two-Day Trial. Photo: Jimmy Young, Armadale.
John Dickinson remembers time spent with Mick Mills, a man so far ahead in his field, then listens to tales of old at the Crooklands Hotel.
Sad news greeted me, and many other enthusiasts when they learnt the news I imagine, the other day as I arrived at work between Christmas and the New Year when I was told of the death of Mick Mills. Now, to our younger readers, this might not mean anything at all, but whether you have heard of Mick Mills or not, if you ride a modern off-road bike you unknowingly owe a lot to the man.
Mick was a remarkable engineer, whose forte was suspension. Now I am not going to rashly claim that he actually invented’ the modern linkage type of rear suspension, or Upside Down Forks, because as we all know there is nothing new under the sun, but he most definitely led the way in their development and thus to their almost universal adaptation.
Mick was the man behind the Swindon Swing-link, which was the first linkage type rear suspension system most of us had seen or heard of. It was so far ahead of its time in the days of twin-shock and linkless single shock systems that it enjoyed a tremendous run of success in British motocross with riders Paul Hunt and Gary Dunn. T+MX ran out of headlines as the duo relentlessly clocked-up success after success on the National circuit. The major MX manufacturers then ran riot with the idea and suddenly everyone was running a single-shock link system. Kawasaki ‘Uni-Trak’, Suzuki ‘Full-Floater’, Honda ‘Pro-Link’, all different but all basically a four-bar’ system as Mick described it to me one day.
I was fortunate to be invited down to Armstrong Motorcycles, formerly CCM, in the early 1980s by Alan Clews to meet and talk to both his talented designers who just happened to be Mick Mills and Mike Eatough and who were absolutely chalk and cheese in every aspect as I quickly learnt.
I met Mills first and in his drawing office found him to be a quiet, friendly, softly-spoken man who patiently talked myself and fellow T+MX staffman at the time, Mike Sweeney, through the theory of the four-bar rear suspension system, aided by the beautiful technical drawings on his draughtsman’s board, of his latest system due to be fitted to the next generation Armstrong. All the time, Mike Eatough was standing impatiently in the doorway, waiting for Mills to finish his explanations. As we thanked Mick and made our exit, Eatough grabbed us and whisked us off to his workshop saying something along the lines of, All that theory is all very well but THIS is how you really do it, in the workshop. Mike proceeded to show us how he converted his own ideas in hard metal with saws, tools and welders. Two totally different approaches yet each worked for the individual.
Mick Mills then went on to work for Ohlins, one of the most respected of suspension companies, becoming their chief designer where he did pioneering work with USD forks, working with the factory Yamaha MotoGP team and their famous rider, Kenny Roberts.
I occasionally met Mick down the years and he was unbelievably modest regarding his life’s work but was always willing to sit and chat with an interested amateur engineer such as myself and carefully explain why he did this or why such and such works and something else doesn’t. I always enjoyed our encounters and am sure I gained far more from them than Mick did but he was always happy to talk. The USD forks idea came from us looking for the stiffest possible triple-clamp structure… he told me one day when I encountered him in a Gloucestershire pub following one of Mark Kemp’s BVM trials test days.
I even once built a trials bike that Mick had designed, the Jerred Honda. Again, this was the early 1980s and again Mick was years ahead of his time, having come up with a long-travel twin-shock chassis for the TL 125 Honda engine. Out of the blue he rang me up just a couple of years ago and joked: “If you fancy building another I’ve just found my original drawings for the Jerred so we can knock one up if you like!”
I enjoyed an afternoon over the holiday period which was basically a get-together of old gits’ from the northern centre who gathered at the Crooklands Hotel, near Kendal, for a pint of Black Sheep, a plate of chips and a listen to well-known northern character Tony Bingley. ‘Bing’, who has enjoyed an enviably varied life in motorcycle sport, kept us amused for several hours, which just flew by. It wasn’t just entertaining, I learned a few things as well and eventually came away determined as Tony urged us to attend as many similar get-togethers and reunions as possible. There are a lot of characters out there with a tale to tell, so get them to tell it and make sure you listen.
‘Tribute to Mike Mills’ is the copyright of John Dickinson, Kendal.
Acknowlegement of source:
Article first appeared in TMX January 2010, R.I.M. Publishing Ltd.
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.
Photos: Mervyn Smith; Barry Robinson (by permission of his estate); Andrew Moorhouse/Studio Six Creative; Morio, Japan; Jean Caillou; Rainer Heise; Iain Lawrie.
One of our avid Trials Guru readers is Mervyn Smith from Shropshire who has Honda connections, having worked for Honda UK. He unearthed an old photo of himself holding a very interesting and special motorcycle, here is the story of that photograph and the motorcycle.
Mervyn Smith discovered this historic Honda RTL305 resting against a wall – Photo: Mervyn Smith Archive.
Mervyn Smith: “The photo supplied is a young and serious looking me in 1984. I was working for Honda UK Motorcycles and had found this bike dumped unceremoniously against a dark wall in the soon to be closed race team workshop at Power Road, Chiswick. It was in a very sorry state. With the former Off-Road Coordinator, Trevor Kemp, having left the company, l was possibly the only person in Honda UK who actually knew what it was, being the RTL305, long stroke machine. One of the bikes that Rob Shepherd used to win the 1977 British Trials Championship and a forerunner of later models which were to give Honda their first World Trials title in 1982 under the control of Belgian, Eddy Lejeune. With regard to trials history therefore it was a very important bike, but this motorcycle, I was told, was going to be scrapped, crushed in fact, which is how many of the ex-works bikes ended up as manufacturers, like Honda, did not want any racing technology to fall into the hands of their competitors.”
Rob Shepherd on one of his many factory Hondas in the Scott Trial – Photo: Andrew Moorhouse/Studio Six Creative.
“So, explaining the significance of the machine to the then General Manager (Motorcycles) Bob McMillan, I asked if l could rescue it for restoration and he agreed. I trailered the bike up to John Taylor Motorcycles, Fenton, Stoke on Trent, where John and his brother Jim, good friends, both keen trials riders and both sadly no longer with us, did most of the restoration work. It looked superb when finished and I was going to compete on it at least once, but was advised against it as apparently the magnesium cases on the bike were not robust having become very thin.”
Rob Shepherd when he rode for Honda Racing Corporation on the factory short-stroke RTL360 tackles a steep hill at full noise in 1978 – Photo copyright: Barry Robinson (with permission by his estate)
Smith continued: “Along with Graham Noyce’s 1979 Motocross World Championship winning CR500, the new race team manager, Neil Tuxworth, shipped the RTL305 back to Japan to be added to the Honda Collection at the Motegi museum and, over time, all knowledge of it just disappeared. Years later out of curiosity I was frustrated that my enquiries about it led to a series of dead-ends and wondered if, after all, it had been destroyed. The answer proved to be somewhat more interesting.”
Honda factory rider, Nick Jefferies on his RTL in the 1977 SSDT on Blackwater – Photo: Iain Lawrie.
“I enlisted the help of recently retired Koji Kawanami the former Honda USA boss, now residing back in Japan, who very kindly said he would make further inquiries for me. For many months I heard nothing and was resigned to the real possibility that the bike was lost. Then suddenly out of the blue a photograph was sent to me by Koji San of a trials bike which had been located in the Motegi Collection, but they, having no idea exactly what it was, had mothballed it. I recognised it immediately of course – the missing RTL305 had been found.”
Jean Caillou, Rob Shepherd, Olivier Barjon, Yrjo Vesterinen and Nick Jefferies soak up the atmosphere at the 2017 ‘Honda Edition’ of the Highland Classic Two-Day Trial in Scotland.
“It seems there had been a fire at Honda Racing Corporation (HRC) and a lot of information had been destroyed, including record of this particular bike. The staff at Motegi, although knowing it was certainly some sort of Honda works trials bike, had no idea exactly what it was or indeed who had ridden it and were therefore unable to display it.”
“With the help of my good friend Jean Caillou, who is the expert in all things regarding the history of Honda trials, we were able to inform them of the exact provenance of the machine.”
Rob Shepherd with ex-factory Hondas at the Highland Classic Two-Day Trial in 2017 – The Honda Edition – Photo: Jean Caillou
Smith: “I am so pleased I made the effort to follow this up for two reasons. Firstly, an important bit of Honda off road history has been preserved and, secondly, as it is now on display in the museum from time to time, it is a fitting tribute to a brilliant trials rider, Rob Shepherd, and to the Taylor brothers who did so much work to restore it.”
Rob Shepherd (GB, Honda RTL300 Long-stroke) at the Belgian World Round in 1977 – Photo: Rainer Heise Archive.
“My one regret in all this? I should have taken the risk and ridden it in at least one trial before it was shipped. Such is life.”
– Mervyn Smith, Bridgnorth, Shropshire.
Mervyn Smith, former Honda UK Area Sales Manager and trials rider is a Trials Guru VIP.
‘The Missing Link – Honda RTL305 Testimony’ is copyright of Trials Guru& Mervyn Smith.
Honda Collection Hall, Motegi – Photo: Morio, Japan
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.
Photos: Tim Bell; Babs Bell & Bell Family Archive; Stig Karlsson; Don Morley; Colin Bullock; Eric Kitchen and Iain Lawrie (Main Photo: Colin Bullock).
With the assistance of: Tim Bell, Northallerton, England
We are always looking out for articles to interest our readers here on Trials Guru and this is such an article. But it is not one for the purist.
Many will remember a Swede called Stig Karlsson who rode a home-brewed Matchless in the Scottish Six Days Trial on three separate occasions. The last time was in 1985, but more recently he competed in the Pre65 Scottish Trial on what appeared to be the same machine and won the event in 2000.
Stig Karlsson on his 410cc Matchless G3C in 1990 – Photo: Stig Karlsson Archive.
In fact, he won the Pre65 Scottish twice, the first time being on a Triumph in 1999.
Stig Karlsson won the 1999 Pre65 Scottish Trial on this Triumph – Photo: Eric Kitchen
Truth is, it was not the same Matchless that Karlsson rode in both the SSDT and Pre65 Scottish. The pre65 entry was a 410cc Matchless, more in keeping with what Associated Motor Cycles produced in the early 1960s. The machine Stig rode in the SSDT was somewhat different.
Karlsson the man:
Stig Karlsson on his 350cc Triumph on which he won the 1999 Pre65 Scottish Trial – Photo: Stig Karlsson Archive.
Stig Karlsson was born in Smaland county, southern Sweden in 1946. He was a keen football player and when he attained fourteen years of age, he was playing for a local youth football team when he injured his heel. It was during this time of inactivity he discovered the sport of trials.
Like so many of the period, Stig set about altering a road machine for trials riding, his choice was a machine called a Rex Roadmaster powered by a 198cc Villiers engine. These machines were built at Halmstad on the Swedish west coast and was a 1950 model with four-speed gearbox and rigid frame.
The 175cc Husqvarna ‘Silverpilen’ model (Silver Arrow) similar to the one Stig Karlsson modified for trials. (Photo: MXA – Motocross Action, USA)
Two years later, Stig took his lightweight motorcycle test and purchased a 175cc Husqvarna ‘Silverpilen’ (Silver Arrow) which was a machine that several Swedish riders adapted for trials use at that time. He called this machine an ‘Antelope’ and ventured to England to ride some events with it and took part in European Championship rounds.
Eventually Karlsson took up employment as a historian, giving lectures at universities, then latterly as a security guard, but in reality, he was a self-taught engineer, many regarded him as a genius given the skills he had accumulated. He lived at Estentorp near Malmback in Smaland county.
It was the Scottish Six Days that got Karlsson noticed, when he entered on his self developed Matchless, a machine that was outdated by around twenty years and viewed as a museum piece rather than a useable trials motorcycle. Many admired the machine at the ‘weigh-in’ at Fort William’s West End Car Park. Stig rode the Scottish three times, Matchless mounted in 1980, 1984 and finally in 1985. But each year he rode, the machine was different, he was continually changing things.
It was during the 1985 SSDT that Northallerton trials rider, Tim Bell first met Stig Karlsson and they became great friends.
Tim Bell: “I was at the sections known then as Kentallen, now called Lagnaha, and I engaged Stig in conversation. We met the following year at the same place and of course that was the year the Chernobyl nuclear disaster which occurred only a few days previously, and he said that we shouldn’t be standing outside in the rain! He came over and rode his Matchless in the Northallerton Three Day Trial and stayed with us. I was riding my 500 Royal Enfield Bullet, narrowly beating Stig after a good battle during the event.”
Northallerton’s Tim Bell stands proudly beside Stig Karlsson’s Matchless in 1991 in Sweden. Tim’s son David is sat in the pushchair, Stig’s wife Siv and Stig are in deckchairs. Photo: Bell Family Archive.
Tim Bell was lucky enough to obtain Stig Karlsson’s Matchless a couple of years after his death in 2021 having been good friends over the years. In fact, Karlsson entered the Pre65 Scottish as a Northallerton club member, winning the event twice, the first time being 1999 on his 350 Triumph twin and again on the more traditional Matchless the following year.
Stig Karlsson works on his more ‘traditional’ Matchless 410 – Photo: Stig Karlsson Archive.
It is the heavily modified machine that we have obtained photographs of and describe the specification as it is to this day. Obviously, the specification of the machine has varied considerably since Karlsson built it, so don’t be surprised if you read something different or conflicting in a magazine or periodical, which has covered this motorcycle in the past. It would have been nice to interview Stig to get the inside line on the Matchless, being the creator, but sadly this was not to be, and the bike cannot speak for itself.
The current custodian, Tim Bell, has been very co-operative with information about the machine and has taken photographs when he was forced to remove components to service and make repairs recently.
Stig Karlsson’s Matchless as it is today showing the Paioli front forks, Gremica hub and aluminium primary chaincase – Photo: Tim Bell.
One noticeable change is the front forks which appear now to be Paioli components, possibly of Sherco origin, the Marzocchis possibly having been damaged or simply worn out. A modern style white front mudguard has now been fitted.
Bell: “Stig loaned me his traditional 410cc Matchless to ride the 1990 Pre65 Scottish and was on hand at Pipeline to show me the line. However, some miles previously, the front forks went totally solid and refused to move. I explained this to a bemused Stig who said: ‘Ah, I know what has happened, something has gone wrong with the damping valve which I modified’.”
Scottish Six Days Trial:
Stig Karlsson (Matchless) in the 1980 Scottish Six Days Trial on Muirshearlich (Trotter’s Burn) – Photo: Iain Lawrie.
In the 1980 SSDT, riding number 193, Stig finished in 171st place. The Matchless he rode was very different to the models that dominated the SSDT in the mid-1950s.
Stig Karlsson with his Matchless poses for the camera of Eric Kitchen at the 1980 SSDT.
The front forks were of Italian origin, probably Marzocchi married to a Husqvarna front hub laced to a 21-inch alloy rim, but most of the Stig developments were hidden below the tank as this was no standard Matchless. The primary chaincase looked fairly standard, taken from the 1950 G3LC Matchless.
1980 Scottish Six Days action with Stig Karlsson piloting the Matchless on Cnoc a Linnhe – Photo: Iain Lawrie.
The rest of the motorcycle was clearly a much-modified version of what Plumstead produced. Photographs indicate that Stig used the very reputable American made ‘Preston Petty’ black plastic mudguards, a wise move as they were virtually unbreakable. This particular event was won by Yrjo Vesterinen who had switched camps from Bultaco to Montesa and he was recorded as the first overseas rider to win the Scottish Six Days Trial.
1984, Fort William’s West End Car Park for the weigh-in of the Scottish Six Days Trial, note the original front forks of AMC design and the AJS tining case, gearbox is Burman B52. Photo: Colin Bullock.
In the 1984 SSDT, Stig rode number 175 and had reverted to using front forks of AMC origin and surprisingly the yokes also looked fairly standard. Front hub was still the Husqvarna component. Without a doubt the AMC internals would have been upgraded, certainly modified by Karlsson to give improved damping.
Karlsson in 1984 at ‘Chairlift’ section in the Scottish Six Days – Photo: Iain Lawrie
Karlsson was a firm favourite with the SSDT spectators who marvelled at someone who had the desire to ride such an antique machine, when monoshock bikes had already appeared in trials with the first model Yamaha TY250R. Unfortunately, he failed to finish the event in 1984.
Stig with his Matchless in 1985 at the SSDT at ‘Fersit’ showing the offside of the machine. The Girling Gas Shocks and AJS timing case can be seen clearly. Photo: Babs Bell.
Karlsson’s third attempt at the SSDT was in 1985, he was allocated number 93 and the Matchless was listed as a 400c and once again sported Italian manufactured forks once again and the machine looked very much like it does today. The Husqvarna front and rear hubs still deployed.
Stig Karlsson in the 1985 Scottish Six Days, captured at ‘Fersit’ by ace photographer, Iain Lawrie.
Stig finished the event in 182nd position on 563 marks, a sterling effort, given that the sections were pretty much against such a twinshock machine.
Rear wheel:
1985 SSDT at ‘Lagnaha’ (Kentallan) which shows more detail of Stig Karlsson’s Matchless – Photo: Babs Bell.
The rear hub on Stig’s Matchless was always conical and upon closer inspection he deployed an alloy Husqvarna component. With the drive on the kerbside, rear brake within the driven hub and gear shift on the offside, there was no need for a heavier full width hub at any time in his bike’s development. The wheel is built with an 18-inch alloy rim. It could well be that the rear hub came from his Husqvarna Silverpilen.
The powerhouse of the Matchless as it is today – Photo: Tim Bell
Looking at the Karlsson Matchless, it is evident that it is a very short stroke motor and very compact compared with the original short stroke engines made by AMC. It is believed that Stig Karlsson reworked the frame multiple times for his machine over a twenty-year period.
John Reynolds watches Stig Karlsson’s line on ‘Kilmalieu’ during the 1985 Scottish Six Days Trial – Photo: Iain Lawrie
Front Hub:
At various stages of the machine’s development, it was fitted with an alloy Husqvarna Silverpilen front hub, but this was changed for a Italian Grimeca component as used on SWM. The background information reveals that Karlsson sold the Husqvarna without wheels, so it is reasonable to assume the hubs came from the Silverpilen Husky.
Frame:
Nearside view shows the lines of the modified Matchless G2 frame and the PVL ignition run off the crankshaft – Photo: Tim Bell
The frame is not as AMC produced, but a home brewed assembly of steel tubing using the Matchless G2 frame as a starting point. It fitted around the engine and in no stretch of the imagination could it be described as original. Stig did things his own way and he constantly altered and improved the chassis as he saw fit. His bikes were an extension of himself, he was an individual and so was his Matchless. Just looking at the photos of the machine today with the tank removed proves this. The engine is a very snug fit in the chassis, but it works well, the weight is low down so benefits from a low centre of gravity, ideal for a trials motorcycle. Each time the engine was changed, the frame was altered accordingly. The DNA of his first Matchless is undoubtedly in the final version.
Rear Suspension:
The rear dampers were Girling Gas Shocks and were probably used as early as his 1980 attempt in the SSDT. Girling started producing the Gas Shock range from 1976 and Stig favoured these units as they had a thicker damper tube that other brands, plus the benefit if progressive springing, using two sets of springs per damper unit.
Gearbox:
Stig used the Burman B52 component which appeared in October 1951, but internally he had made his own gears from scratch, hand filed, trued on a lathe, then heat treated for the job in hand. The result was lower first and second cogs for sections, with a high top gear for any road and fast track work. One can only but marvel at the fact that Karlsson hand-made the gear wheels. This ensured that he got the ratios that he desired.
Crankcase:
Karlsson used the crankcases from a 1948 G3LC and the crankshaft from the 250cc G2 model giving a stroke of 64.4mm. A ‘slipper’ piston of 85mm giving a displacement of approximately 365cc.
Over the years Stig’s Matchless lost the traditional look on the timing side. When he rode it in the early eighties, it had the magneto drive casing not with the familiar ‘M’ symbol, but an ‘AJS’ version. This disappeared some years later when he opted to use a PVL ignition system running on the crankshaft output side. Traditionally Matchless singles up to 1951 had the magneto behind the cylinder and the AJS in front. This changed for the 1952 models when AMC standardised crankcase production and kept the AJS style for both marques, being the forward positioning of the magneto.
Bell: “Stig told me that by using an AJS timing chest rather than the Matchless version, saved a few grammes in weight.”
Cylinder head:
The cylinder head is from the Matchless G80 500cc with very large valves, while he sourced a suitable barrel from a Yamaha XT500, suitably doctored and modified to be married with the crankcases and cylinder head. The engine breathes through an AMAL carburettor.
Karlsson made this Triumph Twin monoshock trials machine – Photo: Stig Karlsson Archive
It is without question that Stig Karlsson was a very good trials rider and a clever engineer who campaigned an outdated machine without making it look so modern that it was not recognisable. He achieved a good balance between a 1950s design and the application in a 1980s world which no one else has attempted. Having said that, we display a Triumph twin which he did create with a perimeter frame and monoshock suspension.
Trials Guru’s John Moffat met Stig Karlsson when he was riding the Pre65 Scottish Trial, the first encounter was in 1994 when Moffat first attempted the event on his 1959 G3C Matchless.
AJS factory rider, Gordon Jackson with Trials Guru’s John Moffat at a Pre65 Scottish trial – Photo: DON MORLEY
Moffat: “1994 was the first year I entered the Pre65 Scottish at Kinlochleven when it started from the old school and was a one-day affair. I was getting suited up for the day, the bike had been topped up and I was making a few checks before I was to start riding under number two. Someone said ‘hello’ and I looked up and there stood Stig Karlsson, who I had never spoken to previously. He pointed at the footrests of my bike and said: ‘does it handle like a fish with those high footrests?’ making his hand weave like a fish thrashing through water. I thought for a moment and then confessed to Stig that I had no idea, as I had not actually ridden the bike in a section before, I explained that I had no time due to work and family commitments. I had not practiced with the machine as it needed a lot of remedial work when I bought it the year previously. Stig was visibly surprised and said: ‘well good luck, because you will need it!’ I then wondered if I had made the right decision entering with no practice beforehand. However, I was much younger then, in my early thirties and I still had a bit of determination. I got round and on time, lost a pile of marks getting used to my new ‘old’ steed, thoroughly enjoyed the ride, but my arms and back ached as the handlebars were much too low and the footrests set much too high.”
John Moffat on his very standard 1959 Matchless G3C in the 2006 Pre65 Scottish Trial, after taking heed of Stig Karlsson’s advice to alter the footrest position – Photo: Iain Lawrie
“Needless to say, I rode the next and a further twelve Pre65 Scottish’s on that bike but did some little improvements each time. I will always remember with a smile, what Stig said to me that year and he must have thought I was totally barmy. We did talk a few times after that initial meeting because he realised, I was an AMC enthusiast.”
It is fair to say that Stig Karlsson was very much an individual and certainly did things his way, this was his Matchless and as stated at the beginning of this article, the machine is not one for the purist.
‘Stig’s Matchless’ article was written by and is the copyright of Trials Guru.
1991 in Sweden. Tim Bell is stood astride Stig’s Matchless after a test session. Stig is standing in the background – Photo: Bell Family Archive.
Recommended further reading:
Classic Dirtbike – Issue 71 – Summer 2024
Pages 34-41 – ‘An Individual Approach’ by Tim Britton Media Ltd.
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.
With assistance from: Kerry Greenland; Karen and Neil Clarke.
Photos: Colin Bullock; Jean Caillou; Mike Rapley; Alistair MacMillan Studio, Fort William (Permission by Anthony MacMillan); Ray Biddle; SpeedTrackTales (ISDT website); Derek Soden; Salisbury Journal; Greenland Family Archive. (Main photo: Mike Rapley).
Most people that have been around the Pre65 trials scene for some time, will have heard the name or have met George Greenland. But George has been around a long time, a very long time in fact!
This article has been written with the full co-operation of George and his family. In truth, it doesn’t begin to cover everything he was involved with, or all of his adventures, but it gives the reader a fascinating insight into the life and times of a man and his love of motorcycles and the sport of motorcycling.
George Greenland on the 500 Ariel on Callart Cottage during the 2006 Pre65 Scottish Trial – Photo: Jean Caillou.
The thing that you experience when you meet George Arthur Greenland is his ‘schoolboy enthusiasm’ for the sport of motorcycling, that he hasn’t lost since he was a youth. Here we find out more about the trials rider, sidecar trials driver and five times British Enduro sidecar champion.
George Greenland with passenger Nick Moores, 1981 Welsh Two Day action with the Norton Wasp outfit carrying the number 1 plate – Photo: Colin Bullock
Early Days:
George was born on the 7th July 1932 to parents, George Arthur Hughes Greenland and Annie Gertrude Greenland, at North Middlesex County Hospital.
The family lived at Prairie Farm, Carbon Hill, Cuffley, Herts and George attended the local school in Newgate Street. He was the youngest of four children with three sisters, Glad, born in 1915; Pad, born 1920 and Olive, born 1930.
George and Olive grew up during the second world war at Prairie Farm, which was a small poultry farm. George aged thirteen and sister Olive then moved to Salisbury, Wiltshire in 1945 to St. Martins Terrace in the city. By this time both his elder sisters, Glad and Pad were married and stayed in and around the London area.
George attended St Thomas Boys School, St Thomas Square, Salisbury and left school in the July of 1946, aged fourteen.
George’s first interest in motorcycles started that same year when he was walking home from school, he would pass a chap washing his motorcycle which was covered in mud. After a few weeks of this, George’s curiosity got the better of him and he had to find out how it got so muddy!
On leaving school, George’s first job was at Avon Motors, which was a Rootes Group garage. He used to walk past the garage on the way home from school and decided to go in and ask for a job.
Sid Clark, who owned the business, asked George why he wanted to work there? George replied “When I walk past, everyone is so happy and I would like to work in a happy place.” So Sid took him on, but George wasn’t able to start his apprenticeship at age fourteen, so worked there until he was sixteen years of age and then started his five year apprenticeship.
Having found out why the chap’s motorcycle was always covered in mud, George went to see a local trial on his push bike. He liked what he saw so much that he just had to have a motorcycle himself.
It was Fred Pendle who started George’s motorcycle enthusiasm, Fred had a friend with a 250cc Royal Enfield, a 1935 genuine trials model, with foot change and girder forks. It had been used by factory rider, Arthur Ellis. George purchased it in 1948, now aged sixteen, from Arthur Beeston for £35 complete with a spare engine. With a little the help from his Dad, George bought it. From then on there was no stopping him, the die was cast!
George Greenland sits astride his first motorcycle, a 1935 250 Royal Enfield trials model in 1948. – Photo: Greenland Family Archive.
By 1946, George was friendly with Maureen’s brothers, Brian and Dick Barber at the time but Maureen was of the same age, fourteen, so he was unable to date her until she was sixteen, they were all good friends so ideally, George saw a lot of Maureen.
George Greenland and his 500T Norton. Photo: Greenland Family Archive.
George started riding a 500cc Norton 500T in 1950 and notched up his first win on this bike at the Ernie Britton Trial.
Victory Trial action in 1950 with George on the 500T Norton – Photo: Ray Biddle
Most weekends, George was riding to events with girlfriend Maureen as pillion passenger. He would drop her off at a section with the lights which he had removed from his bike, compete in the trial and then pick her up, refit the lights and the pair would ride back home.
Get some in:
National Service was of course a feature of life in these days, and in 1953 at the ripe old age of twenty-one, George was called up and joined the R.E.M.E with a posting to Kent.
May 1953 with George Greenland aboard the 500T Norton during the Welsh Two Day Trial – Photo Ray Biddle.
George was competing on a twin cylinder 500cc Trophy Triumph in 1953, which he used as a road bike and trials machine. It was this machine that created the attachment between George and Triumph engines later on in his trials career.
George on the Triumph Trophy competing in the November 1953 Perce Simon National trial – Photo: Ray Biddle
The following year, George was using the Army supplied Matchless G3L in all major road trials London to Landsend; Hampshire 100; Sunbeam 200 and London to Exeter. He was the best army rider in all these events. His collection of trophies then started to grow considerably.
Army Days:
George on a standard army issue 347cc Matchless G3L, riding in a long distance event during his National Service in 1954.
During his army National Service, George rode an Army Matchless G3L in many events and was eventually invited to go to the selection events for the International Six Days Trial in 1954.
Photo credit: Speedtracktales (ISDT website)
He was selected as first reserve for the British Army team for the ISDT. This was held in Wales in the September of 1954 and George was supplied with a BSA Gold Star. The army team consisted of Captain Betty; Captain Fred Miles; Captain Eddie Dow; Cumbrian, Eddie Crooks; Staff Sgt. Nicholson; Corporal Mick Waller. The British Trophy team won this year’s ISDT, captained by Hugh Viney of Associated Motorcycles.
George takes up the story: “Eddie Dow once asked me during our training sessions in Brecon, why do you always ride at the back? I said well, if one of you comes off I’ll make sure I get a place in the team. After that he pulled rank and rode behind me.”
“Eddie Dow and Eddie Crooks were both on BSA Gold Stars and were unhappy that mine seemed to go much better. I had to admit that I had taken the compression plate out from under the barrel. So, that evening, I had to work on two more Gold Stars to remove their compression plates.“
“Thirty or so years later at a reunion, Eddie Dow asked me, would I really have run over him if the opportunity presented itself? I had to say at the time most probably.”
It was now 1955 and George left the army as his National Service had come to an end, so it was back to ‘civvy street’ and a job with Smallshaw Brothers and Andrews Garage in Bournemouth. BSA had also loaned him one of their 350 Gold Stars to continue competing. However, his freedom was short lived as George was recalled by the Government in June due to the Suez Crisis in 1956. This was a joint operation by British, French and Israeli forces, invading Egypt, thus regaining access through the Suez Canal. George and Maureen had only just got married on the 2nd of April that year, so things were a bit hectic.
George astride the BSA Gold Star, loaned by the factory in 1955, note the works Royal Enfield – HNP332. Photo: Greenland Family Archive.
Back again:
George Greenland on the Smallshaw Special Triumph in 1958 – Photo: Greenland Family Archive.
Demobbed once more, George resumed his trials riding activities, this time on a special Triumph, called the ‘Smallshaw Special’ in 1958. Using a Triumph Cub engine, with James hubs and AMC front forks, it was registered 28EFC, built by Des Smallshaw who had built special trials bikes previously.
At this time, George made the move to work for a very large company, Morris Motors, shortly to become the British Motor Corporation with the merger of Austin and other car brands, this was at the Cowley plant in Oxfordshire. BMC was the largest motor manufacturing company in Britain at that time. George was to be employed there until 1965. His main job was that of a trouble-shooter, being part of a specialist team that rectified faults when vehicles were being assembled on the Cowley production lines. His team worked very closely with designers and vehicle production staff. Some faults were rectified on the production line, with others out in the field, post-production.
During George’s time at BMC, Maureen gave birth to three daughters, Katrina Jane, born 1958; 1959, Karen Ann in 1959 and in 1961, Kerry Lyn. All three daughters took up motorcycling, with Karen taking it up competitively.
George Greenland in 1961 on the factory supported 250cc DOT – Photo: Greenland Family Archive.
In 1961, a trials bike was despatched from DOT motorcycles in Manchester. This machine was entered for that year’s Scottish Six Days and George rode two Scott trials on this machine, earning himself a coveted Scott spoon in the process.
In the mud on the home made Triumph in 1964 – Photo: Greenland Family Archive.
George got the urge to build his own trials bike, a Triumph Special, registered AEW176A, with a 350cc engine which he upgraded to a 500 in March 1964, using an engine from a crashed road bike. The Triumph was fitted with Norton Roadholder forks and a James front hub. He purchased some tubing to rebuild the frame for trials use. He had been told it was Cold Drawn Steel tubing, whereas it turned out to be mild steel, which would later cause problems! He loved the bike, but after a while the wheelbase started to lengthen by itself, so he rode it until late 1965. By then, he had left the BMC to move back to Salisbury with Maureen and their three daughters. He formed a partnership with his brother-in-laws, Dick and Brian, called R.D. Barber & Company at Milford, Salisbury. They were in the business of repairing damaged cars and fabrication work, but also did some outsourced work for the BMC rally teams.
Rhind-Tutt Wasp:
GG: “l moved back to Salisbury in 1965, and went to see Robin Rhind-Tutt at Wasp Motorcycles at Berwick St. James, and asked him to build me a trials frame as I had now obtained a Triumph 500 engine. This he duly did, and the following year I had a second bike built, it was very similar to the first Wasp. I ran SU carbs on both these bikes. In 1966 I didn’t get to ride any trials, I spent all of my spare time on building our new house at Potters Way and building up the car repair business.”
Although known as ‘Robin’, ‘Robbie’ or ‘Rob’, Rhind-Tutt’s actual name was Charles Norman Rhind-Tutt and he became known throughout the world as the ‘go to man’ for competition motorcycle sidecars. Wasp outfits literally dominated the world of sidecar motocross in the 1970s. That first 1965 Triumph Wasp set the scene for many years to come, as George would not only build bikes for himself, but for other riders as well. Although well-known in the sidecar motocross market, the Rhind-Tutt connection would eventually pull the Wasp frame manufacturer more into trials, with a neat Bultaco powered example appearing at the 1970 Scottish Six Days, in the hands of Arthur Headland and a German rider, Wolfgang Zahn. The first solo trials frame had been made as early as 1963 and Geoff Chandler used a 250 Bultaco powered Wasp ‘RT4’ in 1968.
The Wasp frames were well built and finished in bright nickle plating. Later, the Rhind-Tutt/Greenland friendship would branch out into enduro.
Bike builder! Two of George’s Triumph engined Wasps, the one nearest the camera is the 1971 machine fitted with Rickman hubs – Photo: Greenland Family Archive.
GG: “In 1969, when building another Wasp framed bike, I actually built two, one for me and one for Arthur Dovey, who rode it very successfully. My own bike had Rickman hubs fitted.“
George on his Triumph Wasp – VMR3K in 1972 – Photo: Greenland Family Archive.
A group photo taken in 1971. Mick Noyce on the left, Brian Williams, George Greenland on the Triumph Wasp (VMR3K), Dick Ramplee, Keith Mitchell and Arthur Dovey. – Photo: Greenland Family Archive.
“I built another 500cc Triumph Wasp in 1971, which was registered as VMR3K. The following year I built a third 500cc Triumph Wasp, registered CAM56L the one which I rode in the 1973 Scottish Six Days. The start was still in Edinburgh at that time and I won a First Class award.“
On the 500 Triumph Wasp during the 1973 SSDT – Photo: Alistair MacMillan Studio, Fort William.
“I was disappointed that I didn’t win the best 500 cup, my bike had the largest capacity in the event, but Kawasaki had entered bikes in each capacity to get all the capacity classes covered. Later, Don Smith told me if he had known, he wouldn’t have done it.”
History records that Richard Sunter on the 450cc Kawasaki factory prototype picked up the over 350cc cup in the 1973 Scottish, finishing in 20th position on 137 marks. George Greenland came home in 99th place on 355 marks on the 498cc Triumph/Wasp.
CAM56L is still being ridden in competition with son-in-law Neil Clarke on board, seen here at the 2024 Pre65 Scottish Trial.
GG: “Of all the bikes I built, the last 500cc Triumph twin with Wasp frame, CAM56L is probably my favourite. I have still got that bike. It has done a lot of work. I did all the Southern centre time trials in the 1970s, the odd Euro championship round, the Scottish Six Days, the Scott trial and many Pre65 Scottish Two Days and quite a few trials on the continent.”
CAM56L being ridden in the ‘Greybeards’ trial in 1981. Photo: Greenland Family Archive.
George went two-stroke again and purchased a new 325 Bultaco Sherpa in 1973, but initially was disappointed with its performance.
On the 325 Bultaco Sherpa, bought from Comerfords in 1973. Photo: Greenland Family Archive.
GG: “I bought the new Bultaco from Comerfords, it ‘pinked’ all the time on acceleration. I saw Reg May at a trial, he told me to bring it back to ‘have a look at it.’ When I got it back a week later it was transformed after Reg set it up properly.”
The Bultaco Sherpa that George bought was one of the early 325cc models imported by Comerfords into the UK and they were jetted on the weak side. This was remedied by changing the slide in the 627 AMAL carburettor and also the needle jet.
In 1972, George had turned forty and effectively moved over to ride sidecar trials on a 500cc Triumph Wasp. His first passenger was Dave Lane, who remained so from 1973 through to 1977.
2 Day Enduro in Germany, 1975 with Dick Ramplee as passenger aboard the Norton Wasp. This was to be the first of five trips to ride in Germany.
This was to become an interesting and exciting time for George, experimenting with a variety of engines in Wasp chassis. This ranged from Triumph through to Kawasaki, CCM and Suzuki. It was also a springboard for George’s foray into enduro racing.
With passenger, Dave Lane on the Kawasaki engined Wasp outfit – Photo Greenland Family Archive.
GG: “Mike Guilford, the sidecar cross British Champion, said he was building a trials sidecar but was unsure about preparing a Triumph engine for trials, so I got involved. When it was completed Mike suggested a test day. My mate Dave Lane had passengered at grass track, so he came along as ballast. Neither of us did very well. Then Mike decided it was not for him, so told me that I could use it if I wanted. So that was my first trials sidecar.”
Their first trial was The Jack White at Brice’s Farm. The going was dry with lots of grip, but it was not a fairy-tale debut as George and Dave finished last. The following week, they rode the Wessex Centre trial, it was very wet and muddy, they won on the Triumph and the die was cast.
GG: “Dave Lane and myself decided to have a crack at the Welsh Two Day on the trials sidecar outfit, but we were very disappointed we lost the win, by clocking in one minute early.“
Riding in the 1974 Welsh Two Day with passenger, Dave Lane and the Triumph Wasp outfit. Photo: Derek Soden.
“Dave however wasn’t too keen on the Enduros, so Dick Ramplee was to become my regular passenger from 1973 -1980.”
George Greenland and Phil Whitlock on board the 250 Kawasaki Wasp outfit were 5th in the 1978 British Experts Trial – Photo: Mike Rapley.
The continent was calling in the late 1970s and that was an expensive time for sidecar crews as outfits are much bulkier than solos. George set about finding a solution and came up with the ‘double-decker’ trailer. This carried three outfits on one trialer.
Greenland’s ‘double-decker’ trialer, George’s 500 CCM powered Wasp outfit is nearest the camera in this photo – Greenland Family Archive.
George won the inaugural but as yet, ‘unofficial’ ACU British Enduro sidecar championship in 1980 and he went on to win a further four times when the ACU incorporated the championship into the sporting calendar. His passenger from 1980 until 1982 was Nick Moores.
Friend Dick Ramplee was passenger to George Greenland in enduros, but was also a sidecar driver in his own right. Seen here on a 360 AJS outfit.
By 1980 George was still working at R.D. Barber full time and spending every evening working on the outfit for the next enduro. All events during George’s riding career were attended by his wife Maureen, who loved to travel. Many times she drove round the countryside to find the next check for refuelling. In 1981, George purchased a 207D Mercedes van so that Maureen could have a bit of comfort to travel to enduros and holidays abroad, this was built by George in between events.
George adapted this Mercedes for travelling to events in the UK and the continent. Photo: Greenland Family Archive.
GG: “At the Natterjack Enduro in the November of 1981, my regular passenger Phil fell off his Moto Guzzi and broke his wrist, so couldn’t make it, so at the start Roy Humphries volunteered. On the first day he was shattered, everybody including his father said I would need a new passenger for the second day, but Roy turned up and we went well all day until the gearbox failed.”
Competing in a Natterjack Enduro on the Norton Wasp with passenger, Nick Moores. George was sponsored by Tsubaki chain and Silkolene Lubricants at this time.
Out of the seven times riding the Natterjack Enduro, George won five events with passengers Nick Moores, Phil Whitlock and Neil Clarke.
George discusses the Wasp 1,000cc engine with Robin Rhind-Tutt in 1980. Photo: Salisbury Journal.
Rhind-Tutt decided to design and build a bespoke double overhead cam 998cc Wasp engine/gearbox unit in 1980. The engine was a twin cylinder, eight valve configuration and a four-speed gearbox with dry sump lublication. It breathed through a pair of MK2 AMAL concentric carburettors. This took nearly three years to develop and George was heavily involved in the project. This involved development and getting the prototype built and tested. Approximately fifty machines were built, an early version of which George rode to victory in enduros. This package was capable of transporting rider and passenger, fully loaded at speeds up to 100 miles per hour.
1982:
1982 was to be a very busy year for George. In February, the 1,000cc Wasp engine had its first real outing at the Enduro Le Touquet, the famous beach race in France. He was passengered by Nick Moores, but the engine seized up on the long straight at mid race.
GG: “I blamed Silkolene oils, but they insisted I should have used their caster based oil called ‘Pro4’. Mr. Brooks from Silkolene came down from Buxton to have a look at the Wasp and said it was a ‘racing engine’, so I needed to change the oil over to caster base which is ‘Castorene’. There were no more problems after that, and we were best sidecars in 1984 and again in 1985.“
George now in his 50s and his new passenger was to be Neil Clarke from 1982 through to 1985 in trials on a 250cc Suzuki. George and Maureen’s first grandchild was born, Ellie MacQuarrie. Their eldest daughter, Katrina married sidecar passenger, Phil Whitlock – as if George hadn’t scared him enough! At the 1982 SETRA Enduro at Tidworth, George had used one of the prototype twin-cylinder 1,000cc Wasp motors.
Enduro du Super-Mare:
From 1983 to 2001, the Weston Beach Race organisers were George, Jack Mathews, Eddie Chandler and Dave Smith, culminating in eighteen years of running Weston.
GG: “We were coming back from the Le Touquet beach race, Jack Mathews, Eddie Chandler and myself had all been competing in the sidecar class, it was our first time at the event.”
“On the ferry crossing, we were discussing what a superb event it was and bemoaning the fact that there was not a similar type of event held in England. During the two-hour crossing, we had decided we would try and organize and run our own event. Many venues were thought of and finally it was left to me to approach Weston-Super-Mare council to obtain there help and permission to use the beach.“
“During the following week I was able to contact Weston council and make an appointment to meet the council members responsible for outside events. I took with me photos of the Le Touquet newspaper that had a full report and picture. After much discussion and deliberation, the decision was ‘sorry but NO’ as they already had a scooter rally on the seafront in the September. I had mentioned this to Mannix Devlin of Trials and Motocross News as to what we were hoping to run at Weston-Super-Mare. The following Friday TMX carried a paragraph about our meeting with Weston and the result that we were turned down. A week after this, I received a telephone call from a resident in Weston he asked if I was the same George Greenland that rode trials with him in the 1950s. I confirmed that yes I was, he said his name was Tony Jones and he said he thought a Beach Race at Weston would be good for the town. If he could arrange another meeting with the Council would I be prepared to come down again? So once again I’m at a council meeting, the same people agreed they had a re-think and their outside events officer would give us every assistance, but it would be a one-off event only! The event officer was a young lady, Carol Ridge, she immediately arranged for the three of us would-be-organisers to go to Weston to discuss our and their requirements. Carol turned out to be the most helpful and efficient member of the whole council. Eddie, Jack and I got together to discuss what we needed as a plan of action. We realised that we would need someone to help with organising the paperwork, licences, insurance, and so on. The only person we could think of was Dave Smith who we all knew, he was into organisation and also had many contacts in the Motocross world. We phoned Dave and talked him into meeting the three of us with a view to joining the team. We arranged all our meetings in a pub in Swindon as we could all get there in about the same time from our respective homes. Jack from Chester, Eddie from Newberry, Dave from Birmingham and myself from Salisbury. Dave agreed to join us, so our first meeting with Weston events committee included the four of us calling ourselves ‘Enduro Promotions’ as we had decided to run the event as an Enduro to be called ‘Enduro du Supermare’. The Council agreed that they would make their loading shovel and driver available, to move sand as we required. We were also introduced to the council yard manager, Geoff Tucker everybody was keen to help. We needed a A.C.U. permit for the event, so we approached Jim Webb of the Frome & District M.C. & L.C.C., he was really helpful. Not only did he arrange the permit, but got most of the club helping. I think Jim was responsible for getting all the clubs in the Wessex Centre to help out. We had quite a few meetings during the following months mostly with Carole Ridge and St Johns Ambulance, although the Police and the Fire Service did briefly make an appearance to find out what the format was. As all the event was taking place on the beach and the lawns they considered it did not affect them a great deal. We got tide timetables and advice on the best weekend to have the event the 29th and 30th October were agreed upon. At this stage we had suggested to the council that we would expect about 150 riders and hopefully 2 to 3,000 spectators. There was no charge to watch the racing, the only money coming in was from the riders’ entry fee and trade stands. On the weekend before the event, we all arrived in Weston to build up the course. Just four of us, Jim Webb loaned us all the ropes that he used for building the scramble course and also the posts. We marked out the course and started putting in posts, by hand. As it was a school holiday, we had many youngsters watching the proceedings. We explained what was going on and had offers of help which we gratefully accepted. What started as twenty helpers soon dropped to about eight, but these continued to help all week and most of these lads came back year after year. Meanwhile, the entries kept rolling in from solos, sidecars and trikes.“
“As the weekend got closer, people started to arrive in their thousands, it was winter and everything was closed down, over 10,000 people turned up and they ran out of food, all roads to Weston were blocked before, during and after the event, all the accommodation was full.“
“The police were tearing their hair out, it was total chaos. People were parking everywhere. The first year the start of the event was from a flare, which the lifeboat people provided, I was standing in the digger.“
“After the event, the meeting with Carole, the police and the Ambulance, they all said that we needed to be better organized for the following year. They said they would fence it and charge spectators, so another event was planned.”
George Greenland’s daughter, Karen in sidecar enduro action. George instilled enthusiasm for the sport in his family. Photo: Greenland Family Archive.
Maureen Greenland:
Sadly, Maureen Greenland passed away on May 14th 2024, George and Maureen had been married for 68 years and she was a big part of this story.
Karen Clarke: “Mum was such a major part of all our lives, she even stood in the Wasp outfit when Dad did test runs with it, now that is above and beyond the call of duty!“
George Greenland BSA 285cc C15 mounted – Photo: Colin Bullock
Many a lesser mortal would have by now said ‘enough is enough’ and hung up their boots as far as taking part in trials is concerned, but not George Greenland. George continued to ride in events both in the UK and in Europe for many years thereafter. He was a regular competitor in the Pre65 Scottish Trial at Kinlochleven on his special BSA C15 and Ariel HT5. George has ridden in most of the European classic events over the years and has, as a result, met many new friends in the sport.
There cannot be many riders who can boast that they have ridden in eight decades!
Super-enthusiast, trials rider, trials and enduro sidecar driver, George Greenland is very much a Trials Guru VIP.
Trials Guru comment: George Greenland is an inspiration to us all. He has maintained such enthusiasm for motorcycles and the sport for so long. He is simply unique. He talks, sleeps, eats and breathes the sport and has such a depth of knowledge. He is always willing to pass on his vast experience to others.
George Arthur Greenland left us on Monday, 21st April 2025, aged 92 years while holidaying with his family in Belgium. He left the trials world with some great memories.
George Greenland with Trials Guru’s John Moffat at the 2012 Pre65 Scottish Trial – Photo: Jean Caillou.
‘George Greenland a life in the sport’ is the copyright of Trials Guru & George Greenland – 2024.
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of 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.
Gordon L. Jackson, the AJS factory rider who won the 1961 Scottish Six Days Trial on one solitary mark, has died aged 92 years of age, on Sunday 7th July 2024.
Gordon had endured a period of bad health and passed away in the South Charente area of France, where he had lived for many years.
Gordon Jackson. 347cc AJS – Newcastle Motor Club, Allan trial, Alston. 1953 – Photo courtesy of Tommy Reynolds, Ashington
A ‘Kentish Man’, born on the north side of the River Medway, he was a farmer by profession and became a full factory AJS supported rider in 1953.
He won the SSDT four times (1956, 58, 60 & 61) and the ACU British Trials Star twice, in 1955 and 1958, the equivalent of the British Trials Championship.
When Jackson won the 1961 SSDT on 187BLF, Bert Thorn of Comerfords, Thames Ditton, immediately ordered 100 replicas of Jackson’s AJS, a factory order that remained unfulfilled, much to the disappointment of Gordon and AJS customers.
Gordon lost his single dab in 1961 on the top sub-section of Grey Mare’s Ridge, in more recent years the section became known as ‘Jacksons’ in his honour. Mortons Media own the image taken by Peter Howdle which is one of the most famous trials photographs in the history of the sport.
Gordon presenting trophies at John Luckett’s trial in Devon.
His wife Peggy pre-deceased him some years ago, Gordon leaves two sons, Drew and Ross and grandchildren, Lynn and Catherine. He was highly respected by his peers which included, Sammy Miller; Roy Peplow; Johnny Brittain; Gordon Blakeway; Gordon McLaughlan; Peter Fletcher; Geoff Ward; John Giles and Jeff Smith, to name but a few.
In his days with AJS, Gordon also competing in scrambles both in Britain and in France, as well as representing Britain at the International Six Days Trial.
Gordon Jackson with his famous AJS 187BLF on which he won the 1961 SSDT on one solitary mark! (Photo: Trials Guru)
Gordon Jackson on his factory AJS (TLP686) on Kinlochrannoch in the 1957 Scottish Six Days Trial.
John Moffat of Trials Guru said: ” I feel that this is the end of an era, Gordon Jackson was one of my heroes and was truly a legend in the history of motorcycle trials. G.L. Jackson excelled at motorcycle trials and when he retired from the sport, he took up car trialing and became British Champion in that sport also. I got to know Gordon in the late 1990s and we used to speak to each other by telephone over the years. I spoke very little during our chats, as he was such a wealth of knowledge, I enjoyed listening to him. I was truly saddened when I took the phone call from Drew Jackson to inform me of his father’s passing this morning. Gordon Jackson was a gentleman and a highly respected one at that.”
SSDT Centenary 2011 – Two of the most famous trials machines, of all time – 187BLF (350 AJS) which won the 1961 SSDT ridden by Gordon Jackson losing only one mark. GOV132 (500 Ariel) Sammy Miller’s famous machine that won the SSDT (1962 & 1964) – Photo: Iain Lawrie, Kinlochleven
Gordon Jackson’s famous AJS (187BLF) now fully restored is displayed in Sammy Miller’s museum at New Milton.
Five giants of off-road motorcycle sport: Left to right – Jeff Smith OBE; Peter Fletcher; Gordon Jackson; Alan ‘Sid’ Lampkin & Arthur ‘Ping’ Lampkin – Photo courtesy of Colin Bullock/CJB Photographic
Gordon Leonard Jackson 28 December 1931 – 7 July 2024
Tributes to Gordon Jackson:
Nick Jefferies: “Very sad news. You couldn’t wish to meet a more decent bloke. One of the true greats of motorcycling.”
Tony Davis: “Very sad news indeed. I had the pleasure of riding around the SSDT when he famously lost just one dab, what a brilliant ride that was. The sport has lost another great ambassador.”
Bernie Schreiber: “Trials Legend. R.I.P.”
Jeff Smith: “Very sorry to hear this. Gordon was a great rider and a gentleman.we had wonderful battles In 1950s .Rest In Peace old friend. See you soon!”
George Greenland: “So sorry to hear about Gordon he was a very pleasant and friendly person.”
Gordon McLaughlan: “Sorry to see my old team mate passing, he was a colossus in our time together. We will not forget his riding style.”
Tommy Sandham: “An all time great. He wrote a Foreword to my first book about the SSDT and made me feel like a millionaire! Condolences to the family.”
This article has been amended and adapted by Dave Cole from one that was originally written for the South Western Centre Gazette in 2007 by Mike Naish, with the assistance of Brenda and John Luckett.
Brenda, John and Mike are thanked for their help and kind permission in allowing us to share this piece of South West trials history on Trials Guru.
John Luckett from Devon is a well known Cotton and Ossa rider and was always a serious contender in the ACU South West Centre for many years. He is of course a Trials Guru VIP.
Words: Mike Naish & David Cole
Photos: Mike Rapley; Ken Haydon; Luckett Family.
John Luckett (Ossa) – Photo: Mike Rapley
John Luckett was born in 1946 at West Bucks, North Devon, to a father who loved bikes and motorcycle sport. His dad took him to watch many motorcycle sporting events but one competition and one rider in particular stuck in his mind. That memorable event was a trial in the late 1950’s when John was so impressed with the performance of John Giles, on a Triumph twin, he never forgot that day.
“Gilo” rode up a steepish gully with a step in it with so much ease, he took the section at real pace, seemed to simply lift the front wheel at the step and carried on to clean the section, a section that no-one else was managing to get up, the sound of the exhaust note and the applause from the crowds of spectators was magnificent.
It wasn’t long before John learned to ride himself, the practice bike was a friends old Excelsior which was ridden up and down a “green lane” beside his house. Dad’s A.J.S. road bike was also ridden around the local fields.
On leaving school John went to work for his father who was an agricultural contractor. Dad bought him a 250cc Ambassador twin. John’s first trial was the 1965 “Lands End Trial”, a long distance competition, one of the true classics run by the Motor Cycling Club. For this event he rode a 500 Triumph twin but was sadly forced to retire with mechanical issues.
His second event was the “Lyn Traders Trial”. Once again he rode the big Triumph twin to the start and wondered why all the other riders were looking at him and his bike with a shake of their heads, John, of course, knows now what they were thinking. When he saw the size of the rocks and the river beds, then tried to ride them he realised it was a ‘bridge too far’, he retired after 40 miles.
At this time John owned a 250 Royal Enfield Crusader Sport road machine but the bug had now bitten and he traded this in for a, Villiers 32A engined, Cotton trials machine with leading link forks.
Signing up as a member of the Torridge and District Motor Club, John next rode an Exmoor Club trial where he finished sixth from last but was happy to just to complete the event.
The next trial for John was a Moretonhampstead Club event which was won by Roger Wooldridge, followed by an Exmoor Club event in October 1965 where he proudly won the “Best Novice” Award.
Soon after this the bike was traded in for another Cotton, this time choosing a machine fitted with a Villiers Starmaker motor. John rode the bike in both local trials and in the 1966 M.C.C. “Exeter” Long Distance Trial. In the local one-day events John was now winning Non-Expert Awards.
John Luckett in an MCC Exeter Trial in 1966.
An ex-Malcolm Evely four-speed Bultaco was the next bike to join the Luckett “stable”, it really transformed John’s riding and he entered the Scottish Six Days Trial. The long journey North (no motorways in those days) was made by four riders from the South West that year, John was joined by Ian Haydon, Mike Sexton and Mervyn Lavercombe. John was forced to retire on the Wednesday, he broke the gear shaft when he hit some rocks then, determined to finish, decided to continue with third gear alone. Scheduled to go over the Corrieyairack Pass, John was a little worried with everyone passing him, he then found the Pass to be closed due to the bad weather and the competitors being diverted the long way around. Eventually the engine seized, obviously over worked and overcooked, due to the lack of gears.
John Luckett (Bultaco) on Grey Mare’s Ridge, SSDT 1968.
In 1969 John purchased a new Bultaco which he rode to a trouble free Scottish gaining a “Special First Class Award” (All-in-all John rode the Scottish Six Days Trial nine times, retiring twice and gaining “Special First Class Awards” in the remaining seven). At Crediton, on this Bultaco John also won his first Premier at an Open-to-Centre trial. He had by now started to enter and ride the Nationals, the Greensmith, Hoad, Perce Simon, St.Davids, Dulis Valley, Victory etc, not forgetting the West of England of course; he was runner-up to Sammy Miller in the Lyn National.
Sammy Miller, centre with Brenda Luckett and Jenny Haydon at the Gorgie Market, Edinburgh at the 1969 Scottish Six Days. Miller finished third this year.
The next move of machine was to the Cotton factory for a 220cc Minarelli powered machine. He had agreed a sponsorship deal which involved a cut priced machine with the supply of free spares plus a second bike free of charge.
John Luckett on the 220cc Cotton in 1970
John was to receive £3 for an Open-to-Centre win, £12 for a Regional Restricted and £25 for a National win. John rode the Cottons for two years and secured some very decent results.
Brenda Luckett enjoys the Scottish sunshine during the 1971 SSDT.
1970 was also a great year for South West trials enthusiasts as our team in the Inter Centre Team Trial broke the domination of the Yorkshire Centre in this event. It was the first time the ‘Yorkies’ team had been beaten for quite a number of years, our team being John Luckett, Ian Haydon, Brian Higgins, Alan Dommett and Ian Blackmore. The Team Manager was Jim Courtney.
1970 ACU Inter-Centre Team Trial Winners – S.W.Centre – Ian Blackmore, Brian Higgins, John Luckett, Jim Courtney (Manager), Alan Dommett, Ian Haydon.
In the 1971 Scottish John was ninth on the leader board and only lost four marks on the Thursday. He even had a crack at the tough Scott Trial and was happy to pick up a finishers award. John was also runner-up to his local rival, Brian Higgins, in the Victory Trial the year that Brian won it, either 1971 or 1972.
John Luckett with his father at Edinburgh’s Gorgie Market for the 1972 Scottish Six Days Trial – Photo: Ken Haydon
In the 1972 Scottish John thought the engine was tightening so was taking it easy, then when he looked down at the rear wheel he realised that the frame was twisted, the rear brake was mangled and the rear hub appeared to be cracking up. By the time John reached ‘Pipeline’ he was fifty-nine minutes behind time, just one minute to spare as sixty minutes behind schedule meant that you were out.
At the end of the day a wheel was borrowed from a Northern dealer, this wheel was used by John all week before swapping back to his re-built original (complete with the correct rim paint) before the finish in Edinburgh – He finished that event with a special First Class Award.
At the end of 1972 John wanted to finish with Cotton as he felt the bike was less competitive, the Managing Director of Cotton, Reg Buttery, tried his hardest to keep him, he even suggested that John take the bike to California to demonstrate it. John thought a lot of Reg Buttery and didn’t want to let him down but after a lot of thought and consideration, taking into account matters like family and family business commitments etc he decided that the time had come to move on and handed his bike back to the Cotton factory. Martin Strang went ‘over the pond’ to California for Cotton in place of John.
John Luckett – even the best don’t always get it right.
Bob Gollner became John’s next sponsor, for Bob, John rode a Mick Whitlock framed Ossa, after which he again changed camps riding this time for Ossa U.K. which was run by Roger Holden. Ossa were very supportive and, from 1974 on, John had a new bike every year. He recorded many successful rides and enjoyed the bikes except for the 350 when it was launched. John was supplied with a 350 but it wasn’t long before he handed it back and returned to a 250.
Brenda and John, who had first met in 1967, were married in 1974, John’s best man being his good friend and rival in sport, Ian Haydon.
South Western Centre Team Trial Team 1975 – Brian Higgins, Ian Haydon, Alan Dommett, John F. Luckett & Martin Strang.
Amongst his many memories, John remembers riding the notorious Scott Trial for a second time, this time he finished within the first ten on observation but lost a lot of marks on time. Also etched in his memory is the climax of the 1974 season when he and Brian Higgins were neck-and-neck going into the last round of the South Western Centre Trials Championship, at the final section of the day John needed a ‘clean’ to pick up the title, sadly he had an unlucky ‘three’ forcing him to accept, once again, the runner-up spot.
John Luckett on his Ossa in 1973.
Next came the ‘mono-shock’ versions, although John found them a bit heavy he continued to ride for Ossa until 1978 before handing the bike back.
John Luckett on the Ossa – Photo: Mike Rapley
By this time John had been married to Brenda for about four years, son Nick had been born the year before and the business was very busy. He decided that it was time to stop riding the “National’s” and next bought a 325cc Bultaco from Alan Dommett. Family life and business commitments led to John giving up riding altogether in 1980, this was also around the time that daughter Charlotte was born.
Brenda and John were also blessed with the birth of a second son, Martyn in 1986. Business commitments forced John’s continued retirement from trials until 1987 when he returned with a Triumph Tiger Cub competing in Pre’65 events. He immediately started producing some magnificent results, his performance in the Exmoor Three Day Trial that year was a good example.
1988 saw him with more great results, which included winning both of the two major West-country classics, the Exmoor Three Day Classic Trial (a two day event these days) and the Dartmoor Two Day Classic Trial.
In the early 90’s John won the Pre’65 Championship with son, Nick, winning the Twin-shock Championship the same year. He also rode twice in the Pre’65 Scottish Trial on the Cub, the second time he finished second to Dave Thorpe and always remembers a really good clean of ‘Pipeline’.
Although only a rare Pre’65 rider these days John does continue to turn out and enjoy long distance road trials where you can be sure his name will be placed well when the results are published. These days John’s time is spent tending his sheep, helping son, Nick, with his business and, with Brenda, running the farm which includes holiday accommodation that includes plenty of trials practice area within their 20 acres of woodland.
John Luckett’s South West Centre Solo Trials Championship History:
John, a quiet and capable man, who was a superb rider, was just, more than a little, unlucky as far as the South Western Centre Solo Trials Championships were concerned, he never did manage to win the Championship but it wasn’t for the lack of trying, he was always a close contender finishing each season as follows:-
These are, without doubt, really impressive placings due to the fact that he competed for the Centre Championships during an era when he had some really brilliant riders as opposition, the likes of Roger Wooldridge, Ian Haydon, Brian Higgins, Mike Sexton, Martin Strang, Ian Blackmore, Mike Rapley, Ivan Pridham, Alan Dommett, Allan Baker, all competing on their top form.
Brenda’s Trials School –
“Brenda’s Trials School”, as it has become known as, was developed from the training weekends first run by Elaine Baker and Rob Doran of the Lyn Club. When problems with land were encountered, the Luckett’s offered to run the event from their Lower Wembsworthy Farm. ACU Centre Official, Malcolm Redstone, suggested to Brenda and John that if they applied for a grant from the South Western Centre, the ACU would probably match it. The successful application was made via the Torridge Club in 1992.
Over the years the training school has gone from strength to strength and been lucky enough to have seen many of the country’s top trials riders attend as instructors, one regular instructor these days is of course Joe Baker, 15 times South West Centre Champion, who was himself one of the very first pupils of “Brenda’s Trials School”.
Originally the proceeds of the training school went to the charity CLIC because Brenda had a friend whose child had Leukaemia. This continued until 2005 when, following the sad loss of their own son, Martyn Luckett, who passed away suddenly in his sleep, Brenda and John decided to split all money raised with the charity CRY, Cardiac Risk in the Young.
As Martyn died very suddenly of Myocarditis, a heart condition undiagnosed at the time, his Memorial Fund now raises money to hold screenings in the North Devon area. Six screening sessions have been held to date, three in Bude, one in Bideford, two in Barnstaple. John and Brenda have raised a lot of money since losing Martyn, their hope is that the hard work and effort that they put into this project will try to stop losses, similar to theirs, happening to other families.
Martyn was a lovely guy, full of fun and a fabulous rider who quickly and easily gained Expert status, had he not passed away at the tender age of 19 he would surely have gone on to make a real name for himself in the world of trials.
The trials school started with 8 or 10 riders (Joe Baker included) and is now so popular that it caters for an entry in excess of 70 with entrants coming from as far away as Yorkshire. The weekend provides top class and valuable instruction to the entrants, plus raises a lot of money for the Martyn Luckett Memorial Fund (probably near to £3,000). John and Brenda are ever thankful to the trainers who attend along with their regular loyal band of helpers who put so much into helping to ensure the success of the weekend.
Due to the immense amount of work involved in organising and running the annual weekend John and Brenda, after a lot of thought and soul searching, have sadly decided that next year will see the final ‘Brenda’s Trial’s School’.
During the time the school has been running so much good has been done with the money raised and so many riders have received some of the best possible training that is available in the country.
We can only sincerely thank the Luckett family and their band of helpers for all they have done, sometimes under very difficult circumstances, and wish them the very best of luck and happiness for the future.
Copyright: John Moffat/Trials Guru 2024
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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.
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.
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