TRS ONE – Launched by former World Trials Champion, Jordi Tarres. The official UK importer is 10 times consecutive British Champion, Steve Saunders.
TRS launches to hit the market strongly with the new TRSONE.
The new trial Brand announced its creation end 2013 and is now ready to
start the definitive arrival with the new trial model TRSONEin three
displacements, 300, 280 and 250 cc.
During these two years previous to the presentation of the bike, the TRS
engineers and technical crew, have used the support from all kind of
professionals contributing to assure the right and proper evolution, reliability
and quality of the model itself.
TRS will soon start its production at the industrial facilities that the brand has
in Sant Fruitós del Bages (Barcelona), where the company has the R & D
department and from where bikes and other related products will de supplied
to the domestic market and the rest of the world (North and South America,
Europe as a whole, Japan and Australia).
TRS has arrived precisely on a tumultuous situation concerning the world of
trial in general terms and some of its factories more concretely, with a full
business plan for both, the product and the sporting activity.
SOME WORDS FROM JORDI TARRES: “TRS was born thanks to our passion for
Trial and experience accumulated over more than 30 years.
Due to the size of the project, we decided to work with lot of care since its
conception, design and industrialization using always the best and most
advanced technologies.
We have achieved our goal, a compact and light motorcycle in terms of weight,
with the necessary reliability and robustness to fight against any kind of
obstacle.
We have managed to supply a new and different feeling when riding it, due to
its geometry and suspension, becoming a real attractive and easy adaptation
for al kind of riders regardless of their level.
65 kg. offers a real feeling of lightness without damaging stability and giving the
real possibility to climb up to the top.
The engine has been developed and designed specifically for the practice of
trial, taking into consideration each and every single part of it to ensure the
best performance and maximum power, and placing inside numerous technical
improvements that make it unique in the market.
We have brought the bike at the highest level of “stress” during the time of
development and testing, to ensure the best success when reaching the
market”.
Prices are yet to be released, the official UK importer is Steve Saunders who is confident that supplies of this new machine will be available in the UK by October, 2015.
During the ninteen-seventies, Honda Motor Company decided to create a purely ‘Racing’ division, separate from their normal motorcycle production activities and core businesses. This saw the advent of Racing Service Center Corporation or ‘RSC‘ for short. Later, in September 1982, they developed from RSC, Honda Racing Corporation or HRC for short, which exists to this day and controls the racing activites of Honda. HRC produce and sell racing/competition motorcycles and spare parts. The parts, although well made and of high specification, are by their nature, not warranted for street use as they are for ‘racing applications only’. HRC European headquarters are based in Aalst in Belgium. The world HQ is at Asaka, Saitama, Japan. Below we can see some of RSC & HRC’s creations over the years.
The RTL250SW was for factory Honda riders only, not available for general sale and had the single down tube frame with offset exhaust port.
1986 – SSDT Steve Saunders (Rothmans Honda RTL270SW) on Ben Nevis – Photo Copyright: Iain Lawrie, Kinlochleven
1986 – RTL270SW (270cc) Honda Racing Corporation/Rothmans Racing – with single down-tube frame and oil cooler. Strictly factory only.
Tommy Sandham’s Book – ‘Four Stroke Finale?-The Honda Trials Story’ Click… Honda/Four Stroke Finale?
John Moffat (Trials Guru) was fortunate to be permitted to take the ex-Eddy Lejeune 1982 RTL360 for a brief excursion at the Highland Classic 2 Day Trial at Alvie Estate in June 2015. This machine is now in the ownership of Jean Caillou.
The 1982 Honda/HRC RTL360 shown above was once the factory machine of World Champion, Belgian, Eddy Lejeune.
Jean Caillou, a French trials enthusiast who has a passion for the Honda brand was fortunate enough to meet with Lejeune at his home in Belgium. It was during this meeting that Eddy revealed that he still had the 1982 ex-factory machine in his possession. The RTL360 was disassembled, but all the parts were there at Eddy’s house.
Jean Caillou: “I met with Eddy Lejuene at his home and he explained that he had just bought his daughter a horse. So he presented me with the invoice for the horse and said that if I paid him the same figure that he had just recently paid for the horse, then I could have the Honda. I did not hesitate further and the deal was agreed. I had effectively paid for Eddy’s daughter’s horse, but I now owned the Eddy Lejeune 360!”
EDDY LEJEUNE:
Eddy Lejeune from Verviers, Belgium was three times FIM World Trials Champion (1982-1984) and seven times Belgian National Champion (1980-1986). He rode Honda for the majority of his trials career, switching to the Spanish Merlin in 1988 and then to the Honda owned Montesa for 1989/90 when he retired from top flight trials.
Kinlochleven, Argyll a beautiful place and one protected along it’s Leven Valley by a SSSI – Photo: Susan Black, Prudoe
Many words have been spoken, but little written about, responsible land use in motorcycle magazines and periodicals. One could ask the question – Is this a taboo subject?
Not taboo as such, but it is complicated and a very thorny subject that has provoked spirited debate.
The primary intention of this article is not to create further debate, but to be educational and informative for the benefit of the sport of trials, to create a better understanding of not only responsible land use but to recognise what controls it.
Motorcycle sport’s governing bodies such as the Auto Cycle Union, have endeavoured to address and promote responsible land use for well over thirty years, evidenced by its membership of LARA (Land Access & Recreation Association) in 1986. It works with its affiliated clubs through its own Land Access Advisory Service.
Part of the problem appears to be lack of proper understanding of the subject matter and that is probably caused by either people not being able to find relevant factual information, or don’t fully understand it when it is discovered. Perhaps some of the terminology is alien to some of us?
It’s possible to view website forums and dialogue which covers the subject in threads such as “where to practice riding skills” and similar subject matter.
However many of these forums are locked, only viewable by members with passwords or by subscription and for good reason. It is an attempt to stop people abusing the privilege of using land, made available by landowners under certain conditions.
This locking or restriction to access however does give the impression that perhaps something subversive is going on, whereas that is not the case.
Providing details of where to ride legally off-road is outside the scope of this article, so please, don’t get over-excited.
There are however many areas in the UK, specifically set out for legal trials practice for competition training and for leisure trials riding. With full landowner permissions in place, membership fee requirements, codes of practice, restrictions of use and insurance, perhaps even owner/operated, this is without doubt a responsible and sensible approach.
It is important to understand that there is no such thing as ‘waste ground’.
All land in the United Kingdom, including common land, is owned by someone, be it an individual, group of people, company or other legal entity. However, its ownership may not be clear or be a simple task to establish who the owner is.
Let us attempt to clarify matters by examining factual information, in an understandable way, in an attempt to remove any mystique which surrounds such a complex subject.
Hopefully this article will be sufficiently informative, without going into the fine detail of legislation, insurance and such matters.
To explain in simple but factual terminology and restrict it to parts of the United Kingdom and confined to motorcycles, but equally this can apply to other areas in the UK and four wheeled vehicles also.
Also it is important, perhaps crucial, to understand that trials riders do not have any legal right to ride their motorcycles off-road.
Why is this so, what does the law say?
The Road Traffic Act 1988 (Section 34) clarifies it as follows:
Section 34 – Prohibition of driving mechanically propelled vehicles elsewhere than on roads.
(1) Subject to the provisions of this section, if without lawful authority a person drives a mechanically propelled vehicle—
(a) on, to or upon, any common land, moorland or land of any other description, not being land forming part of a road, or
(b) On any road being a footpath, bridleway or restricted byway, he is guilty of an offence.
So, there we have it, any motorcycle activity performed away from, or off the public highway without lawful authority (permission) is recognised as ‘illegal riding’.
We won’t probe, evaluate or discuss matters concerning the legal penalties or remedies, as that would be down to a court of law to decide as appropriate.
For clarity, let us examine a specific example of a sizeable piece of land to assist in the demonstration of how this works and what restricts or even forbids the casual use of land by off-road motorcyclists.
The area is fairly well-known to the trials sport community let us look at one specific area. After all, this is a trials based website and the rationale could be easily be applied and compared to other similar areas in the country.
1954 – Billy Tiffen from Carlisle on his Velocette, crests ‘Martuim’ in the Scottish Six Days Trial, now part of the West Highland Way and part of the Leven Valley SSSI. Photo: Ray Biddle, Birmingham
The area is in Northern Scotland, known as the ‘Leven Valley’ this name may not be instantly recognisable to the reader, but with further examination its mappings reveal: Pipeline; Blackwater; Corrie Odhair on the south of the River Leven and Loch Eild; German Camp or even Leiter Bo Fionn on the north side, then it will appear familiar. This land whilst appearing to be wild, rugged and fairly remote is actually very closely managed.
German Camp / Leiter Bo Fionn entrance in 2015. The old SSDT section is on the Leven Valley SSSI. Photo copyright Trials Guru – 2015
The name known to trials enthusiasts as the ‘Blackwater Path’ is actually the ‘Ciaran Path’ which is very popular with recreational walkers, hikers and mountain-bike riders, who incidentally do not require express permission to traverse it.
SSDT 1981 – Former Spanish Champion, Manuel Soler on his 325 Bultaco tackles Pipeline, part of the Leven Valley SSSI – Photo Copyright: Jimmy Young, Armadale, Scotland.
Access to the countryside was increased by statute with the creation of the Countryside and Rights of Way Act 2000 for England and Wales and the Land Reform (Scotland) Act 2003, in Scotland, these rights exist only if they are exercised responsibly, as specified in the Scottish Outdoor Access code. Some will know, or have heard of the Ciaran Paths’ famous catch net, constructed by members of the Scottish Six Days Trial committee in the late 1960’s with the prime intention of prevent riders competing in the event and their machines from falling into the deep gorge as they climbed the path towards Blackwater and beyond.
The Blackwater (or Cairan Path) catch net, constructed by members of the Scottish Six Days Trial committee in the late 1960s. – Photo Jock McComisky
Access to the countryside requires responsibility, sometimes this is absent.
“… Access to the countryside requires responsibility, sometimes this is absent.” Photo Copyright: Mark Shona, (Glen Etive the dirty truth)
The construction was simple, perhaps even crude, but very effective, being fashioned from scaffolding pipes cemented directly into the bed-rock on the edge of the gorge.
No doubt there have been many wayward hikers and bikers caught by its netting since its construction. Whilst this has most probably gone unreported it was a useful safety addition to the Ciaran Path for many of its users since its construction some forty years ago.
The Leven Valley is covered by an SSSI – Photo: Neil Mackenzie, Inverness
This is an area with an industrial heritage and history. These paths and the German Prisoner of War encampments were constructed to provide the manpower to build the various dams, culverts, penstocks and conduits in the area together with the associated infrastructure for the development of the aluminium smelter.
Bernard Cordonnier from Belgium with Kinlochleven and the Leven Valley visible in the background – Photo: Iain Lawrie, Kinlochleven.
These paths do erode over time, due to the severe winter weather in the area and by the constant use by walkers and cyclists. Parts of the Ciaran Path are already eroded, undercut in places and in need of repairs.
Leven Valley is an area dotted with traces of industialisation, here is the ‘Conduit’ carrying water to Kinlochleven from Blackwater Dam. – Photo: Neil Mackenzie, Inverness
Prisoners of War were used during their interment during the First World War, to construct many of these paths and there is a display within the Post Office in Kinlochleven which gives more information on this. These paths have been established for more than a century. Here ends the history lesson.
All these places described above are on a Site of Special Scientific Interest (SSSI, usually referred to as Triple- SI). In Northern Ireland the designation is ‘Areas of Special Scientific Interest’ or ASSI.
Pipeline is one of the world’s most iconic of trials sections. It is however on an SSSI named ‘Leven Valley’ which requires various express permissions and careful management for legitimate use – Photo Copyright: Iain Lawrie, Kinlochleven.
The reader would be astonished to learn how much of the SSDT route makes legal use of SSSI’s. Many will have watched, observed or even ridden in this particular area.
Many hours are spent each year in meaningful discussion and negotiation between trial organisers and both the local land agents and SNH personnel.
Blackwater Dam, high above Kinlochleven. The Leven Valley SSSI stretches right up to the dam face – Photo: Neil Mackenzie, Inverness
What statutory instrument created SSSI’s and when?
Originally notified under the National Parks and Access to the Countryside Act 1949, SSSIs were re-notified under the Wildlife and Countryside Act 1981. Improved provisions for the protection and management of SSSIs were introduced by the Countryside and Rights of Way Act 2000 (in England and Wales) and (in Scotland) by the Nature Conservation (Scotland) Act 2004 and the Wildlife and Natural Environment (Scotland) Act 2010. (Source: DEFRA).
How many sites and how much land is controlled by SSSIs?
Scotland has over 1,400 sites designated as SSSIs, representing approximately 12.6% of the total land area of Scotland. Approximately half of these sites are located in the lowlands and uplands area. There are over 4,000 sites in England, covering around 8% of the country. (Source: Scottish and UK Government).
Let us look more closely at this area of land and in particular its SSSI status, with the help of resources freely available in the public domain.
In the Site Management Statement issued by Scottish Natural Heritage (SNH), the Leven Valley (Site Reference 927) is denoted as being a SSSI.
Here are some details:
The Leven Valley SSSI forms part of a larger 3000 hectare woodland grant scheme and the interest lies in both trees and rock formations, so described as: Upland Birch Woodland and Dalradian rock, but the scope is of course much wider, covering the flora found in that area.
To give an indication of the extent of the SSSI it is approximately 10 kilometres in length and 6 kilometres wide, so it is very large indeed.
There are no less than eleven specific activities that require not only the landowners’ permission, but permission from SNH, which is funded by the Scottish Government, its purpose being to care for Scotland’s nature and provide support to those who manage it.
However, this consent is not required if the organisers have been given prior ‘planning permission’ from the local authority, under Part III of the Town and Country Planning (Scotland) Act 1997.
For motorcycle events such as the SSDT, the Pre’65, promoted by Edinburgh & District Motor Club Limited plus any other localised events organised by Lochaber & District MCC who promote the annual Ian Pollock Memorial Trial in the Leven Valley area.
The Leven Valley area is one of beauty and home to many plants, wildlife and industrial history. Its use is controlled. Here a rider competing in the annual Pre’65 Scottish in 1998, rides one of the many paths in the area. Photo copyright: Iain Lawrie, Kinlochleven.
The specific requirement to apply for consent from SNH is under reference number 26: ‘Use of motorised vehicles likely to damage vegetation’.
Why do we need to legally protect these areas described as SSSIs, why is this particular area deemed sensitive, why is it important and why is it necessary to have such controls?
Private research reveals that the Leven Valley SSSI is home to many different mosses and liverworts, collectively known as bryophytes. Some are very rare, dating back to pre-historic times.
Bryophytes play a part in protecting us, as these soft plants form a huge sponge on the valley floor, slowing down the flow of rain water from the surrounding hills which runs into the burns and eventually the River Leven.
This water slowing effect protects the Kinlochleven area from potential flash floods, given the high annual rainfall locally.
Thinking about it logically, conversely this explains why there are so many flash floods in residential areas nowadays. The ground has been waterproofed by buildings, structures, roads and footpaths so that rain water now planes off faster, causing localised flooding and worse. Flooding can affect us all.
The beds of mosses, blanket bogs and wetlands found in the Leven Valley SSSI area also absorb and effectively lock up, many tonnes of harmful carbon dioxide from the atmosphere, potentially for thousands of years, into the peat below. That is providing that they are not disturbed, depleted or destroyed, hence the protection provided by SSSI status.
Depletion can occur through invasion by non-native plants such as the Rhododendron, which can spread rapidly, is difficult to control and covers large areas of ground. Similarly, animals such as deer, sheep or cattle roaming free or even inappropriate use by vehicles, can cause damage if not properly controlled or managed.
Now we can see the rationale for protection of this and other areas like it, we can begin to fully understand and appreciate why these areas are deemed sensitive and significant.
Protection does not automatically mean total exclusion of all activities, hence the continued use of the area by major trials events, but this is only achievable by proper application for permissions, negotiation and mutual agreement.
The SSDT has been running since 1911, the Pre’65 since 1984 and the Ian Pollock under its former title ‘Spring Trial’ since the late 1950’s. These events make legitimate use of the Leven Valley.
This does not however give their promoters any legal rights to continue using this ground, purely because of the length of time the events have been in existence.
Most of the ground described above and used in these motorcycle trial events is under the current ownership of Rio Tinto Alcan, a multi-national company whose principal office is in Montreal, Canada.Rio Tinto Alcan is the result of many company mergers and take-overs over the years, tracing its roots back to the British Aluminium Company in 1894 the entity that originally purchased the ground in what is fundamentally the Mamore hill range for the water rights, thus ensuring sufficient water to create power generation for the Aluminium smelter based down in the town of Kinlochleven itself.
The pipeline under construction. The Leven Valley has an industrial history. Photo copyright Glasgow University Archive (Rio Tinto Alcan)
The SNH Site Management Report in 2008 stated:
“During monitoring in 2002, the SSSI was found to be subject to a number of detrimental influences, the most important being: the spread of rhododendron; grazing/browsing pressure (due to deer and, probably to a lesser extent, stray sheep); annual burning; and motorcycle scrambling”.
In the above statement, let us simply replace the words ‘motorcycle scrambling’ with ‘off-road motorcycle activity’ for additional clarity, for that is what the report eludes to.
By giving cognisance to the above information, we can now begin to appreciate and understand what legislation event organisers have to consider and address fully when promoting a motorcycle trial in this area.
This is why such organisers stipulate that no unofficial following of the event by motorcycle is permitted or condoned, as only insured riders and officials may take machines onto the ground as allowed by the owners and ultimately SNH.
Similarly this is why all event officials must ‘sign in’ with the event control so that they are accounted for, have contact details and are insured under the governing body’s insurers for the permitted event.
Are things now falling into place?
During the research for this article, we spoke with Cathy Mayne, the locally based Operations Officer with Scottish Natural Heritage and the person charged with the task of negotiating with the motorcycle clubs.
Cathy explained: “In terms of use, there is no assumed permission for this, or any other off-road area for motor vehicles. Prior permission from the landowner and where relevant, consent from SNH, would be required for any trials rider accessing any area off the public highway.
There are some issues with casual use on the SSSI, as we have for other areas of land that is so designated and a focus of trials or other off-road vehicular use.
Hence the sensitivity of these areas. Permission for events such as the SSDT, the Pre’65 and Pollock trials are given only after careful consideration, planning and negotiation, with quite a few restrictions and stipulations put in place”.
We have used a land example from Northern Scotland, but of course there will be thousands of similar examples dotted throughout the country.
The Scott Trial, another event over 100 years old, held in the North Yorkshire National Park is another where planning permission is required and for a finite period at that.
Scott Trial action with Alan Lampkin (Bultaco) in 1974. The Scott is run in the North Yorks National Park and requires very careful management and permission – Photo Alan Lampkin Archive.
So, we as riders of trials motorcycles do not have any rights to roam, unlike walkers and cyclists, but express permission is required from landowners and even governmental bodies to enable us to ride off-road.
Consider these matters, as illegal riding does directly harm our sport.
There are many other organisations committed to individual and group off-road motorcycle activity other than organised events, for example the Trial Riders Fellowship of England and Wales who make use of BOATS (Byways Open to All Traffic) and UCRs (Unclassified Country Roads), so their members don’t actually ride off-road, they encompass forty-two regional clubs. But in the example we have examined, permission is granted for organised events because of the level of controls afforded by an event and the frequency of such events.
We hope that the reader will now have a more detailed knowledge of this issue and a better understanding as a result.
Do you now understand more about land use restriction and the rationale than before you read this article? If so, then this article has been worthwhile.
Rear view of 786GON showing the fibreglass mouldings by Butler. The Ariel was not a replica, it was Sammy Miller’s second string Ariel he used as often as GOV132, it is rumoured that Sammy simply changed the numbers over for different events. Photo courtesy of Roy A. Kerr.
Not generally known, but here we have Ariel HT500 registered as 786GON, known as ‘Sammy’s other Ariel’. During the late 1950’s and 1960’s Sammy Miller had access to two HT500 Ariels, his famous version GOV132 and the machine pictured here. The bike is now in Italy in the possession of a collector, having been owned by Jock Wilson (Comerfords) Ernie Page, Roy Kerr and Tim Beaven, plus some other individuals
Timing side view of 786GON when it was owned by Roy Kerr. The exhaust was made to blow mud off the rear tyre. The machine was fitted with Ariels alloy ‘Leader’ type hubs. Photo courtesy: Roy A. Kerr.
The machine was put on sale in early 1965 by motorcycle dealers, Comerfords Limited in Portsmouth Road, Thames Ditton, Surrey along with GOV132. Comerfords having taken over the support from Ariels to Sammy Miller when the factory had ceased manufacture of trials machines. 786GON was for sale at £350, which was almost £150 more expensive than a brand new Greeves two-stroke at that time.
Arthur Fowler bought 786GON, but returned it for sale at the end of 1965 to Comerfords and Jock Wilson purchased the machine.
The motor shows its pedigree. The engine number indicates that this is no ordinary HT5, but an experimental motor EXHS 99. (Photo copyright: Roy Kerr)
After selling the bike to Harry Rayner, Wilson bought it back from another owner, John Parry, at which time Jock Wilson slowly restored the machine to its former glory.
Wilson sold 786GON to Scotsman Ernie Page, himself an accomplished trials, scrambles and ISDT competitor, who owned Page Motors in Edinburgh, who at that time had a sizeable motorcycle collection. After a period of time, Page sold the Ariel to former employee, Roy Kerr, himself a former Scottish trials champion.
After some years under the ownership of Tim Beaven, the bike was then sold to a private collector in Italy called Carlo Ramella. The Ariel lives on but in its new home in the Italian alps.
786GON at it’s current home in the Italian Alps with current owner/collector: Carlo Ramella. Photo copyright: Justyn Norek, Turin.
Justyn Norek a design consultant from Turin, made the following observations of 786GON when a test of the machine was undertaken by the German ‘Trialsport’ magazine in March 2014, here they are:
“Frame: In Reynolds 531 tubing, modified with steeper steering angle, oil in frame.
Fuel Tank: Beautifully styled in fibreglass, very light and slim design, one bolt mounting with depression in front part to allow full lock of the steering, with the fork coming close to the tank. Perfectly done by Butler Moulded Laminates, the creation of Chris Butler. Also the builder of the Butler trials machine. It has a metal logo on the top of the tank a real work of art.
Seat Base: Integrated with the rear mudguard, another artwork in fibreglass by Butler. Very slim viewed from the top, in cream white finish, synonymous with Miller’s Ariel. It also had the integration of the rear registration number plate. The seat is perfectly designed to be light and slim, but still comfortable.
Exhaust system: Starting with the beautiful curve, extremely compact and well tucked-in to the motorcycle. It terminates with a small silencer breathing out the hot expelled gasses on to the rear tyre knobs. This ingenious idea allows for cleaning of the rear tyre from any mud and leaf-mould and also warms the tyre rubber for better grip.
“… extremely compact and well tucked-in to the motorcycle. It terminates with a small silencer breathing out the hot expelled gasses on to the rear tyre knobs.” – Justyn Norek (Photo copyright: Roy Kerr)
Kick-starter and Gear Shift levers: Bored out to shave more weight from the machine.
Speedometer: Mounted to the engine plate and protected by the aluminium shield from mud etc. It is not the easiest to look at when in operation, but who looks at the speedometer during an event. This was merely an attempt to keep the machine street-legal.
Chain guard in fibreglass, neatly styled with simplicity, weight-saving and functionality.
“…Chain guard in fibreglass, neatly styled with simplicity, weight-saving and functionality.” – Justyn Norek. (Image copyright: Roy Kerr)
Front mudguard: Again in cream white fibreglass by Butler. minimal and beautifully shaped and in perfect aesthetic harmony with the fuel tank, seat base and rear mudguard units. This creates an unforgettable aesthetics of this historic motorcycle.”
Technical Specification of 786GON:
ARIEL 786GON – Technical Specifications:
Engine layout: Single cylinder, vertical cylinder in light alloy.
Capacity: 497cc
Bore & Stroke 81.8 X 95 mm
Compression ratio: 8.5: 1
Max power: 24 hp at 5800 rpm
Carburetor: Amal monobloc.
Oil system: Dry sump with double oil pump and separate oil tank.
Frame: single down front tube in Reynolds 531 steel – Weight around 14 kg.
Suspension:
Front: Hydraulic telescopic forks with sliders shortened from Norton road-holder, yokes from BSA shortened to shorten wheelbase.
Rear: Rear swing-arm on silent-block bushes with chain oil system incorporated, Armstrong shock absorbers.
Wheels: steel rims, tyres front: 2.75 x 21, rear 4.00 x 19.
Brakes: Front: drum type 180 mm – Rear: drum side type 180 mm
Main dimensions: wheelbase 1340 mm
Ground clearance 220 mm
Seat high: 810 mm
Steering head angle 63.5 degrees
Weight: 111kg.
The magazine Trialsport in Germany carried a full report using material from Justyn Norek Snr and his son Justyn Norek Jnr. If you can read German language, here is a link to the article on the internet, (you may need to right click on the link to open it):
Additional information Words and photos copyright – Justyn Norek, Turin, Italy.
Article ‘Ariel HT500 – Sammy Miller – 786GON’ is copyright of Trials Guru – 2015.
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
The annual Scottish Six Days Trial starts on Monday 4th May until Saturday 9th May in Fort William and surrounding Lochaber and down into Perthshire.
The event which has been organised by the Edinburgh & District Motor Club Ltd since 1911 is always over-subscribed and covers some 600 miles during the week long excursion.
Dubbed many years ago as the ‘Sporting holiday in the Highlands’ it is far from being a holiday for most of the riders as it is still regarded as a fairly hard event to compete in.
The clerk of course is Jeff Horne from Perth and he has found some interesting new hazards for 2015.
Jeff Horne is the SSDT Clerk of the Course 2015
There is a new event secretary, Mieke De Vos, a Dutch born mathematics teacher who lives not far from Edinburgh. Mieke has been around the SSDT for a few years now and was the finish marshal at last year’s event.
Mieke De Vos is the new SSDT Secretary for 2015
Nevis Radio will once again be covering the SSDT live every morning from the Parc Ferme situated in Fort William’s West End. Nevis Radio is the only media group covering the event. You can listen live on your mobile device or home computer. Coverage begins every morning at 07.00 GMT.
The presenters will be Station Manager David Ogg, Si Abberley and The Moffster (aka Trials Guru – or John Moffat if you prefer!). Security will be covered by ‘Big’ John Weller another of the regular Nevis Radio weekly presenters drafted in for SSDT week!
The Nevis Radio Crazy Outside Broadcast Team for the SSDT – From left: David Ogg (The Oggster); John Moffat (The Moffster) & ‘Big John’ Weller – The Security Man!
The coverage will once again be sponsored by Michelin Competition and Trial Magazine, Britain’s foremost trials only full-colour magazine.
The Moffster (Left) interviews 12 times World Trials Champion Dougie Lampkin on Nevis Radio.
Keep tuned to NEVIS RADIO during Scottish week, whether you are in attendance or at home working!
Sammy Miller developed the Sherpa N 200cc into the world beating 244cc Sherpa T in 1965, helped by his win at the Scottish Six Days Trial that year. (Photo: Rickman Brothers, New Milton, Hants.)
You may be forgiven if you haven’t realised that in May this year it will be fifty years since Samuel Hamilton Miller won the Scottish Six Days Open Reliability Trial on his 244cc Bultaco Sherpa registered as 669NHO.
Miller had left Ariels to ride for the Catalunian manufacturer based at San Adrien De Besos, part of Barcelona in late 1964 to develop the Bultaco Sherpa into a machine that was to change the face of motorcycle trials forever.
The defection to the lightweight Bultaco signalled the end of the big four-stroke single as the bike to win at trials.
There is a celebration of the marque in July this year at the Circuit De Barcelona.
Sammy went on to further develop the machine and many British born riders followed him to ride for the Spanish factory, riders such as Malcolm Rathmell and the first winner of the world championship, Martin Lampkin with Frenchman Charles Coutard and Finland’s Yrjo Vesterinen who was to win three world Championships for Bultaco.
The Bultaco Sherpa was a revelation as it weighed much less than its competitors with a 52 inch wheelbase it handled and steered much better than its rivals and pulled well from low revs. It turned novice riders into award winners.
Well restored examples of the four-speed Model 10 Sherpa still command high prices, if you can find one for sale as these are very much collector’s items.
Miller had written into his contract with Senor Bulto, that if he didn’t win more than 50% of all events he entered, then Bulto was not obliged to pay Miller’s salary! Of course, Sammy did win more than 50% of the events and was so confident of doing so.
Miller told Trials Guru: “If I didn’t win all those events on the Bultaco, it wasn’t worth my time competing in the first place”.
However, Sammy Miller wasn’t the first to compete in the famous Scottish Six Days Trial on a Barcelona-built Bultaco, it was a Lancastrian rider called Tommy Ollerton who rode a 200cc Bultaco Sherpa N in the 1962 event. Ollerton’s machine was registered in the UK as PDV700. Tommy Ollerton rode in company with Oriol Puig Bulto, nephew of Senor Bulto, having travelled all the way from the factory to Edinburgh in a Fiat 500 car with a two bike trailer attached, carrying two Sherpa N models, one for himself and the other for Ollerton, who was supported by Anellays of Blackburn, Lancashire.
Having said that, it was Miller who gave the factory it’s first Scottish Six Days win and that is a major part of both the event and motorcycle trial history.
In deepest Argyll, nestling among stunning scenery and mountains, lies the town of Kinlochleven. Many books have been written about the area, one of which is ‘Children of the Dead End – The Autobiography of a Navvy’ – By Patrick McGill – this book is exactly what the title says, it’s the story of an immigrant manual worker or ‘navvy’ as they were called. This book which is rated as one of the best 100 best Scottish books of all time, describes the times when the Aluminium smelter and factory was being constructed at the end of the 1800’s. Kinlochleven flourished as a direct result of the creation of the Aluminium factory which employed around 1,000 workers and produced high quality aluminium for the world. These employees came from far afield and settled in the town, one such settler was Ian Murray Pollock, who was originally from Falkirk, Stirlingshire. Pollock had been through the second world war, having served in the Argyll & Sutherland Highlanders regiment in Palestine. When he was effectively demobbed from the British Army, Pollock was fortunate to secure employment with the British Aluminium Company Ltd at their Kinlochleven smelter. The ‘BA’ as it was universally known, was a major employer both there and at their Fort William operation, which exists to this day.
Pollock started his career as a ‘fitter’ but quickly progressed through the ranks to become a shift foreman at the plant.
1950 – Jack Williamson from Newtongrange, Midlothian (347 AJS) on Mamore, watched by Ian Pollock (white paper in pocket) – Photo: W.S. Thomson, Fort William
Being an active young man who had forged many friendships in the locality, Pollock took an interest in the annual Scottish Six Days Trial which made use of the hills near to Kinlochleven during the ‘Sporting Holiday in the Highlands’. Pollock had amassed quite a knowledge of the local paths, bridleways and rough country high above the town. This was to eventually forge a strong bond between him and members of the Edinburgh & District Motor Club, who promoted the Scottish Six Days Trial.
Ian also became involved in local events, eventually becoming a central character in the Kinlochleven Motor Cycle Club, which he helped form.
Pollock in association with his good friend, Lithuanian refugee, Paul Kilbauskas discovered there was more land available to the SSDT than perhaps the organisers were aware of!
1959 Scottish Six Days Trial – Paul Kilbauskas with his 500 Royal Enfield – Photo: John Davies
The SSDT up until the late 1960’s, made extensive use of main and secondary roads, proper foot and bridle paths, sheep paths but very little open moorland. It wasn’t until Jimmy Mulvie became Clerk of Course that the SSDT made use of open moorland stretches.
It was Pollock and Kilbauskas that investigated the possibility of going out over the hills from Kinlochleven back over to the Fort William area other than by the original Mamore Road, which is the water bound surface that is still used by the SSDT and Pre’65 trials to this day. It stretches from Mamore Lodge across to Blarmafoldach, just outside Fort William and links into the Achintore Road.
Pollock and Kilbauskas were both energetic men, they liked the outdoors and they both jointly and severally, explored the many trails, paths and rocky burns and outcrops that littered the hills high above Kinlochleven. They also knew all the local keepers, shepherds and landowners, so permission was never a problem. Many of the hills surrounding the town had been purchased from estates at the end of the 19th century primarily for the water rights. This enabled the factory to operate and ensure plentiful supply of water via the Blackwater area, high above Kinlochleven. Pollock and Kilbauskas were trusted individuals and it helped the SSDT greatly by having reliable people such as Pollock and Kilbauskas on hand.
These explorations bore fruit aplenty, for the Pollock/Kilbauskas venture yielded many new sections in the form of ‘Loch Eild Path’; ‘Mamore’; ‘German Camp’; ‘Leitir Bo Fionn’; ‘Grey Mare’s Ridge’ and of course ‘Brump Brae’, later to be renamed ‘Pollock Hill’.
The ‘German Camp’, a first World War prisoner of war encampment on the banking of the River Leven high above Kinlochleven. Photo courtesy of Peter Anderson, Clackmannan
In the period 1955 through to 1959, Ian was listed in the official programmes of the SSDT as an observer, but Pollock was much more than that, he was the journeyman who discovered many of the iconic hills that would eventually unearth the most famous of them all, ‘Pipeline’ probably the most famous motorcycle trial section of all time! Alex Smith, from Bathgate, a former assistant Clerk of Course confirms that ‘Pipeline’ was first used as an observed section in the 1964 SSDT.
Jack Williamson (250cc Greeves) awaits the signal to start in the 1963 Spring Trial at Kinlochleven. Ian Pollock was a driving force in this event which was re-named in his honour after his death.
‘Pipeline’ is just a couple of miles out of the town and is the subject of many of the most stunning motorcycle trials photos to come from the cameras of Nick Nichols, Eric Kitchen and photographers of their age.
The Pipeline under construction, photo taken from an original glass negative, courtesy of Peter Anderson, Clackmannan
Pollock was an enthusiastic observer at the SSDT and when Johnny Brittain won the 1957 Scottish, his photo adorned the cover of the following year’s programme, the observer in the background watching intently being Ian Pollock. The original photo used on the 1958 SSDT programme front cover was a ‘Motor Cycling’ print which is now the property of Mortons Motorcycle Media, Hornchurch, but a personal copy still hangs in Pollock’s daughter Pamela’s home in Glencoe.
The 1958 SSDT Official Programme, with 1957 winner Johnny Brittain (Royal Enfield) being watched by Ian Pollock. The section is at the top of Loch Eild Path, one of the hills discovered by Pollock himself.
By 1962, Pollock was now listed as an Assistant Clerk of the Course and was held in high esteem by his peers and by the ‘Clerk’ himself, the late George Baird who described Ian as ‘our man on the spot’ in the official programme.
Paul Kilbauskas:
Paul Kilbauskas was also a ‘Tunnel Tiger’ who worked on the many hydro-electric schemes in the Scottish Highlands, he was an explosives handler during his time on these massive projects. He concentrated more on riding the Six Days on Matchless, Royal Enfield and BSA machinery, always a 500cc machine. He helped find a sizeable part of the route was in effect a ‘displaced person’ who had to flee his native Lithuania in 1947. His first port of call was Market Harborough in Leicestershire. Paul eventually settled in Kinlochleven, worked at the Aluminium factory for a period where he met and eventually married his sweetheart, Rose who also worked at the BA factory and was originally from the Orkney Islands. They had two daughters, Marina and Rachel. There is now a Paul Kilbauskas award in the SSDT in remembrance of the one-time course plotter and explorer for the event.
The late Paul Kilbauskas, a native of Lithuania who made the Scottish Highlands his home. A life member of Inverness & District Motorcycle Club.
‘Mambrec’ was yet another of the sections discovered by Ian Pollock, a section that has been used in the Pre’65 Scottish Trial many times. Pollock was fortunate to strike up a good friendship with Johnny Graham who also became Clerk of Course SSDT. Graham would leave a trials motorcycle at Ian’s home to give him something to explore with. One such machine was the ex-works 350cc Matchless registered ‘OLH722’ of Ted Usher and another was the ex-factory BSA of Brian Martin registered ‘BSA350’.
The Lochaber Spring Trial in 1959. Taken at Kinlochleven near the war memorial. From Left: Bobby Macleod (Francis Barnett); Ali McDonald (Ariel); Hugh McDonald (Royal Enfield); Ian Pollock (standing); Paul Kilbauskas (Royal Enfield); Tommy McNab (BSA – ex-works BSA 350) and Billy MacLeod (Ariel). The trial in modern times is known as The Ian Pollock Memorial Trial.
Pollock would regularly fire these ‘loan bikes’ up and take them up onto the Dam Road and into the hills to see what he could find.
In 1963 the SSDT committee honoured Ian by calling one of the sections ‘Pollock Way’, this was just off one of the many paths near the River Leven, that Ian and Paul Kilbauskas discovered on their explorations.
When the Lochaber and District Club was founded, they enlisted Ian’s help to organise their ‘Spring Trial’. This particular event was eventually re-named as The Ian Pollock Trial in his honour and is regarded as one of the best one-day trials in the Scottish trial calendar to this day.
Ian Pollock is survived by his only daughter, Pamela who married local man and trials rider, John MacGregor, they live in Glencoe and regularly watch the Pre’65 Scottish Two-Day Trial.
Pamela MacGregor (nee Pollock) presents the Ian Pollock Memorial trophy to local rider, ten times Scottish trials champion, Gary Macdonald in 2008. – Photo copyright and courtesy of: Iain Ferguson, The Write Image, Fort William.
John MacGregor was at one time himself an Assistant Clerk of Course SSDT and Pre’65 Scottish in its formative years.
So next time you climb up the ‘Dam Road’ to watch riders in either the SSDT or Pre’65 Scottish trials, spare a thought for the man who discovered many of these sections – Ian Murray Pollock.
More on Kinlochleven:
Kinlochleven in Scots Gaelic is Ceann Loch Liobhann, it was the first village in Scotland to have electric street lighting because of the electric power generated by the British Aluminium Company smelter. It used hydro or water power which was pioneered at Foyers in 1895 on the south side of Loch Ness, not far from Inverness. Kinlochleven was actually formed from two small villages, Kinlochmore (Large head of the loch) and Kinlochbeg (Small head of the loch). Kinlochmore on the north and Kinlochbeg on the south of the River Leven that runs into Loch Leven of which Kinlochleven sits at the head of.
The British Aluminium Company became part of Alcan, the Canadian based aluminium producer which laterly became Rio Tinto Alcan, part of the multi-national Rio Tinto company, which employs local personnel at their Fort William smelter operation. Rio Tinto (Alcan) is the world’s leading aluminium mining and producer. Rio Tinto Alcan can trace its roots back to Alcoa founded in 1928.
High quality, pure Aluminium was first produced at Kinlochleven at the ‘wee factory’ which was a temporary establishment high up in the hills on the Blackwater path. The ‘wee or temporary factory’ opened in 1907 with the main factory opening in Kinlochleven in 1909. The Blackwater dam or reservoir was formed purely to hold water reserves for the British Aluminium Company by flooding a sparsely populated valley high above the town, effectively trapping many of the River Leven’s tributaries and led down to the power house by six pipes, which are of course visible and beside the famous ‘Pipeline’ SSDT section group.
Trials Guru is indebted to Pamela and John MacGregor of Glencoe, Argyll for information supplied which made this article possible.
Text Copyright: Trials Guru / Moffat Racing, John Moffat – 2015
Photo Copyright: Iain Ferguson – ‘The Write Image’, Fort William – All Rights Reserved.
Photo of Paul Kilbauskas, by kind permission of Ms. Marina Kilbauskas.
Special thanks to: Alex Smith, former SSDT Assistant Clerk of Course and former Chairman, Pre’65 Scottish Trial.
Thanks to the Edinburgh & District Motor Club Ltd – For use of the cover of the 1958 SSDT official programme.
Wheels from an early age! – Tommy Milton with a tricycle around 1919
Tommy Milton was born in Leith, Edinburgh, Scotland in March, 1916. Sadly, his mother died a few days later, so he was raised in the home of his mother’s aunt. He attended Yardheads Primary School and Leith Academy, but left when he was fourteen to begin work. From his early teenage years, he had enjoyed cycling and ‘tinkering’ with his bicycle, a necessity since he did not have the means to buy a new one. His circle of friends were into motorcycles and he duly acquired a 1936 New Imperial, on which he competed in a few reliability trials prior to 1939. He joined the recently formed Melville Motor Club around this time.
1947 – Bo’Ness Hillclimb at Snake Bend at Kineill on the Ariel.
With the advent of war, he enlisted early, without waiting for his ‘call-up papers’, so that he had a good chance of becoming a dispatch rider, and this he did.
He was selected to attend a three week course in basic maintenance which, in the confusion of the early war years, turned out to be a three month course to train Army fitters, and he was allowed to remain, passing out with flying colours.
After the war, the trade unions recognised this qualification as equivalent to an apprenticeship, thus enabling Tommy to become a Navy fitter at Port Edgar in South Queensferry, his job for the rest of his working life.
Tommy’s faithful Ariel DFS122 used here as a hill-climber machine. Harry Darling an Edinburgh Monarchs speedway rider is on the right.
While Tommy was in the Army, he was sent to the Gold Coast (now Ghana) and his particular friend there, also from Leith, had left his new Ariel Red Hunter at home. Sadly, his friend was drowned in an accident and so, after the war, Tommy acquired DFS 122 from his friend’s mother, the bike on which he was to compete in trials, grass tracks and, especially, hill climbs in the forties and fifties. He won the Scottish Hill-Climb Championship (Standard Class) in 1949.
In the early fifties, as his riding career was winding down, he became a committee member of the Melville Motor Club, going on to become Secretary and Treasurer, and generally the main pillar of the Melville for the next fifteen years or so, eventually handing over to the next generation to Trevor Hay (see article: Great Scots – Trevor Hay).
Tommy Milton with his Ariel DFS122 at a Melville Gymkhana event in 1946 riding the plank!
Tommy married Margaret (Peggy) Wood, also from Leith, in 1942, while on leave. The couple were separated by the war, meeting for a few days over Christmas, 1944 in Sheffield, before Tommy was de-mobbed in mid-1945.
Tommy and Peggy had two children – son, Tommy Junior and daughter Maureen.
In addition to his Melville duties, Tommy was also a member of the Scottish Auto-Cycle Union Management Committee, serving as an SACU Steward at many events, especially scrambles. He was also one of the founding group of the popular ‘Scottish Clubman’ magazine, under editor Fred Stephens of Stonehaven. Tommy undertook distribution of the magazine to all the Edinburgh motorcycle shops each month, as well as roping in son Tommy and daughter, Maureen to sell them at each Sunday’s events. He also contributed a regular monthly column on whatever took his fancy, under the pen name ‘NOTLIM’ – simply his surname reversed!
With his outgoing nature and willingness to help others, Tommy had become a mentor to a legion of younger riders. These included Scotland’s celebrated racer, Bob McIntyre who began his illustrious career competing with Tommy in hill climbs. In recognition of his many years of service to the Club and the sport, the Melville made him an honorary life member, an honour the SACU also made him later as an honorary vice-president.
Tommy Milton receives an award at an presentation night, these were big affairs back in the day! Peggy Milton is the young lady just to the left of the presenter.
In addition to his Melville Club activities and his day job, Tommy also had a dance band, which specialised in ‘old time dance’ music and had regular ‘gigs’ in various clubs in and around Edinburgh and the surrounding townships. Members of Tommy’s band included pianist Tommy Merrilees, the brother of Edinburgh’s celebrated Police Chief Constable Willie Merrilees, and drummer Sammy Marks, whose brother Bob was captain of the Edinburgh Monarchs speedway team. The band would play at the Melville’s frequent social evenings at the Edinburgh Southern Harriers’ sports club at Fernieside in Edinburgh.
Tommy Milton in his band days with The Harmony Players at a night in Leith, he is the musician with the button accordion third on the right.
With the closure of the Port Edgar in the mid-seventies, Tommy transferred to Rosyth. In the Queen’s 1977 Birthday Honours he was awarded the Imperial Service Medal, recognising his 30 years of meritorious service.
The first Karting try out at Meadowbank in 1960 – Tommy Milton leads Bill Landells the well-known speedway rider and Stan Sproat who was to become part of the great Ecuire Ecosse car racing organisation and a director of Lothian Sports Cars in Edinburgh.
Tommy decided to take early retirement in 1978 as he did not enjoy being a regular user of the Forth Road Bridge, having famously led a vigorous campaign against tolls prior to its opening in 1965! He had also started to take a back seat in Melville activities but continued to be involved in motorcycle sport and, especially, the Clubman magazine. In the mid-eighties he suffered a stroke from which he recovered but with some vision impairment which meant he could no longer drive.
With Scottish Clubman editor, Fred Stevens on the left, Tommy Milton on the right as many of our more mature readers will remember him!
For the first time in his life, he became a regular bus user, still getting around Scotland’s capital city. Although a non-smoker since his mid-thirties, Tommy sadly contracted lung cancer in 1993 and succumbed to this the following year, at 78 years of age.
Trials Guru: Tommy Milton was a 100% died in the wool motorcyclist of the old school. A respected member of the Scottish ACU, Melville MC (Scotland) and the Scottish motorcycle sporting community. He was a true enthusiast who was a stickler for fair play and sticking to the rules.
On one occasion, Tommy decided to prove a point. He inserted a clause to the standard rider’s declaration of the entry form at a Melville scramble which read: “I promise to pay the sum of five-pounds sterling to Thomas Milton on signing on at the start”.
When Tommy was signing the riders into the event he asked them for the five-pounds! Many asked what the extra five-pounds was for? Tommy had proved the point – many riders had simply signed the entry form without reading it!
Tommy Milton decided to encourage his son Tommy junior to stick in at school. He gave Milton junior a challenge, get good results at school and he would be bought a new trials bike of his choice. Young Tommy not only stuck in at school he became ‘dux’ at his school, the top performer. True to his word Tommy senior bought his son a brand new Greeves in 1962 straight from the Thundersley factory.
The article about Tom Milton Junior’s first Greeves TE250 is HERE
Tommy junior was one of only three Scot’s born people to have ever won the Sunbeam MCC Pinhard Prize in 1967 for his services to trials. The other two Scot’s born winners are: Gordon W. Phillip (Enduro) in 1978 and Paul Chatham (Enduro) in 2005.
ALL GAS GAS RIDERS MUST REGISTER WITH GGUK BEFORE THE EVENT. Please phone Andy Hipwell on 01298 766814 or email him .. andy@gasgasuk.com
Andy will need all your details…..name, address, riding number and credit card details.
1. Check spokes in both front & rear wheels for tightness as they may have worked loose since first being checked.
If you have the normal type rear wheel (pre 2011) with the sealing band make sure the sealing band is sealed properly BEFORE the event. Please don’t come to our mechanics on ‘way-in’ day with a leaking rim-tape. GET IT SORTED beforehand.
The latest type rear wheels fitted to 2010 RAGA, and all 2011-2015 bikes have the new band-less rear wheel which prevents the tyre leaking air. You must make sure that the spokes are also in good condition on these wheels.
2. Fit new MICHELIN tyres on the front and back. The heat generated on the road destroys tyres and only Michelins stand the abuse. It’s probably better to use the ‘normal’ X11 rear tyres because the new X-light is very thin on the carcass (crown) so there’s more risk of a puncture.
You can get the whole week out of one rear tyre but we recommend using two.
We also recommend using a thicker Enduro inner tube in the front.
We also recommend fitting new wheel bearings…..particularly the front.
3. Repack your silencer with some good quality packing wool. (We recommend SILENTSPORT). It’s a messy job but is well worth doing.
Even if your bike is relatively new we still recommend repacking it before the SSDT. Make sure you re-fit the plastic end can with silicone sealer. And use loctite on the 5mm screws.
Try and not sit on the rear mudguard / silencer because this can make the plastic end can come away from the silencer. You can strengthen this by adding rivets…see pic.
Also a GOOD idea is to add a rivet to the very end of the silencer to help strengthen the fixing of the small stainless outlet.
Fit both front pipe & silencer with new o-rings and silicone sealer.
Also check that the middle-box brackets have no cracks….re-weld / repair if necessary.
1. Check suspension linkage for excessive play & damaged seals, replace as necessary.
Check your ‘bump-stop’ rubber is intact.
2. Clean air filter box & make sure it is completely water tight, clean filter & refit after applying some (decent) filter oil.
On the Pros, it’s a good idea to split the two halves of the air box and seat and re-apply some decent silicone sealant before re-fixing the screws. We use WURTH RTV silicone.
3. Also a good idea (but not a must) is to drill a small 4mm drain hole in the bottom of the plastic flywheel cover & put PVC tape around where wires go into casing. Things can be very wet in Scotland and this will help drain any water that may enter your ignition/stator.Whilst the case is off check the flywheel nut.
4. Make sure all wiring connections are free from dirt & fitted together properly with silicone grease. If your thermostat switch is working fine then leave it alone. Its a good idea to make yourself a small link wire to bypass the switch and wire the fan direct if the switch fails. Only do this in an emergency because having the fan running all the time eventually destroys the small bearings in the fan motor.
5. It’s a good idea also to renew your head o-rings, especially on the two piece S3 cylinder heads. Its also a good idea to carry some head orings in case you cook your bike. If u empty the rad the next thing that fries are the head orings so because they weigh and cost very little, it’s a good idea to carry some.
6. Fit new front & rear brake pads.
Tighten ALL the brake banjo bolts especially the rear brake one because they tend to work loose sometimes. Also check the clutch banjo bolt on top of the cover.
9. Fit new chain & sprockets and the chain is correctly adjusted & it’s not too low-geared. The standard Pro gearing of 11×41/42 is ok but you may want to gear the bike up a little to help on the road sections. (check those sprocket bolts!)
DO NOT FIT A 12T front sprox on a GG PRO!
Remember —- one tooth on the front is the equivalent to four on the back.
When changing the front sprocket make sure the cir-clip is fitted properly.
10. The standard IRIS chains are no good for Scotland. Spend your money on a good quality heavy duty chain like Regina or Renthal for example. (there’s a lot of road work in Scotland). DO NOT USE AN O-RING CHAIN! Also renew the chain tensioner pad.
11. Check the coolant is topped up, condition of the hoses & clips are O.K.
12. Remove carburettor & the float bowl, blow all jets out with airline & refit. Usually, the standard jetting is fine for Scotland. A good idea is to change the ‘float jet’ from the std. 200 to say a 300 to allow more fuel when you’re abusing the bike on the road. Sometimes the bigger float jet can affect the performance in the sections running rich and sometimes a smaller pilot jet (33) is needed. Also keep your filter clean and try and stay away from deep water because you’re engine wont like it.
13. If you use a Keihin Carb (standard on Racing models) we recommend using the richer slide #3 to make the jetting richer mid range and safter on the road. The #3.5 makes the bike nice and clean in the sections but makes it very weak on the road.
14. If you want piece of mine regarding fuel tanks then we do the large capacity ones which all the Team use. http://www.trialendurodirect.com/products/BIG_TANKS_FOR_PROS_53.html This is not just so we can make money either! Its peace of mind for you. You may get stuck on the moors, get lost or your bike might fall over whilst viewing a section. If you use a Keihin carb then these use even more petrol on the road.
If you have a 2013 PRO RACING/REPLICA FACTORY/STD or RACING 2014 model then you must ask for the tank that fits that model because the coil is mounted in a different place and so needs a modified tank.
If you can’t afford a tank then Id advise carrying at least half a litre in your rucksack….which is not actually allowed….oops.
The petrol stops are perfectly situated nowadays thanks to the army and many GG riders manage on the standard tanks.
15. YOU MUST USE THE CHOKE ON THE ROAD. Keep easing off to the ‘rich’ spot is the best technique. Tip; vary your speed and throttle when you are on the road. Holding the throttle in a constant place on any 2 stroke is fatal. The engine will run very weak, detonate and easily seize up.
Always ride a long with a finger hovering the clutch lever. If you feel the engine tighten or if the piston ‘nips’, pull that clutch lever fast ! If you seize the piston, don’t panic. Let the engine cool down a little and try and push the kickstart down. If the kickstart is absolutely solid, you are in trouble ! The cylinder needs to be removed and renewed with a new piston. If the kickstart will push down, you’ve been lucky. Start the bike and carry on, steadily for a while. The engine will rattle but usually quietens down after a few miles.
16. Fit new handlebar grips with glue and also wire them on.
There are many grips on the market and we love both the Renthal and S3 Brands.
I would use either Renthal mediums or the new S3 ‘6 Days’ grips
From 2011 model onwards we fit a larger rubber ring around the rear shock absorber to help stop water entering the airbox, we have these in stock at GGUK.
DON’T forget a front mudguard flap and wider the mudguard with Duct-tape !
19. If you normally use a cylinder head spacer kit, then we recommend you remove it for the Scottish. Sometimes these can leak when the cylinder reaches high temperatures for along time (road/moors)
If you are used to riding with a head spacer and want that nice soft power for the Scottish we HIGHLY recommend the new S3 ‘low compression’ head inserts.
YOU MUST PREPARE YOUR BIKE FULLY BEFORE YOU GO UP TO THE TRIAL
EACH YEAR WE EXPERIENCE PROBLEMS FROM RIDERS WHO DO NOT BOTHER TO DO THE JOBS LISTED ABOVE.
SOME THINGS MAY SEEM UN-IMPORTANT BUT THEY ARE ALL THERE FOR A REASON.
The SSDT committee are quite strict in the paddock regards to anyone else working on your bike so make sure you are able to carry out the work yourself.
Our SSDT service that you register to enables you to use our facilities, buy spare parts and get advice. It does not get you your own personal mechanic for the week.
GGUK services / shop in the paddock open at 9am on Sunday May 3rd.
Our staff will not be there and no parts/service is available on Saturday May 2nd.
The GGUK squad March 2015 – here to look after you!
Many thanks to John Shirt Jnr and his team at GasGasUK for providing Trials Guru with this information.
Born in Edinburgh in 1943, Trevor Hay attended Leith Academy, thereafter Edinburgh College of Art. He started working in 1958 as a commercial artist in a small advertising agency in Scotland’s capital.
He moved to a larger agency in 1972 as Accounts Executive and formed ‘Hay Smith Advertising’ in 1977. Many motorcycling accounts were handled including Kangol Helmets, J. Barbour and Sons, South Shields; Feridax and Hein Gericke, as well as many automotive accounts. The business ran until 2013.
Motorcycling began for Trevor in the early 50’s when taken by his father to the Old Meadowbank in Edinburgh to watch the Speedway.
Later in the 1950’s, the Edgar family took him to see Road Racing at Errol Airfield in Perthshire. At that time, Norman and Derek Edgar and Tommy Milton Jnr all became friends with Trevor and went scrambling on pedal-cycles before getting to the licence age to ride competition motorcycles. Hay was the last of the four to get a trials machine but Tommy Milton Senior used to drop his son Tommy Junior and Trevor at Standburn scrambles course on Sundays where they shared a 1937 Ariel 350 Trials machine for many happy apprenticeship hours until Tommy Junior got a new Greeves for being best academical at his school.
Hay couldn’t afford his first trials bike until 1963 when he bought an ex Willie Pitblado 250 Greeves (WWS415) and he campaigned that until 1965 when it was replaced with a new TFS Greeves 250. The Pitblado bike is still in existence, now owned by Willie Robertson, Clerk of Course Pre’65 Scottish. Over those years Trevor made progress in the sport and gained a number of respectable results.
He rode only once in the SSDT in 1965 and didn’t enjoy it too much, as he listened to every rattle for the entire week thinking it was going to pack up and lose his investment in the entry fee! Hay did finish with a first class award.
Trevor Hay on the ex-Willie Pitblado Greeves 250.
Trevor then vowed to enjoy himself as an SSDT back-marker for many years with so many great adventures. In 1968, the E & D organisers gave him an ex-Mick Andrew Suzuki Super Six 250cc twin which was a real flying machine, claiming that Hay was the only one ‘daft enough’ to ride it!
That prompted him to ask Edinburgh dealer Tommy Hughson who was the Suzuki dealer in Edinburgh as he wanted one of those to ride in the ISDT that year.
After a few meetings with dealer Graeme Chatham, who had acquired the four Suzuki team machines from the 1967 Welsh Three Day Trial. They were 125cc rotary valves which were very fast, but wide and heavy so they moved to a switch-gear six speed P100P which turned out to be much slower than needed for climbing the Italian Alps. Hay’s first ISDT in 1968 ended on Wednesday when he collided with an Italian spectator head on on a big Moto Guzzi V-twin on a narrow mountain path. Fortunately, the president of the jury had explicitly forbidden him to ride down that path and Hay was exonerated of the blame.
The liason with Graeme Chatham developed into building JOV198E the Chatham Suzuki 125 trials bike which Trevor competed upon for a number of years until 1971.
JOV198E, the ex-ISDT Suzuki converted to trials use by Graeme Chatham.
The frame and engine came from the ISDT machine with new trials wheels fitted. He did manage a number of respectable wins on the little Suzuki.
Hay was also a director, committee member of the Scottish Clubman magazine.
Trevor Hay samples a 125 Puch-engined Dalesman for the Scottish Clubman magazine in 1972. The bike was suppied by Atholl Motors. Photo by the late Fred Stevens – Scottish Clubman copyright.
In 1971, as Melville secretary, Trevor, in the company of Kenny Birch, negotiated permission with landowner, Tom Pate and opened the East Fortune Circuit near Haddington and Trevor ran the first race meeting as Secretary and Clerk of Course.
Hay rode in several further ISDT events, 1970, 71, 72, each a rather sore retirement, but in 1974 he returned to ride a very standard Suzuki 250 Trail model and managed a bronze finish and was awarded ‘The Arthur Prince trophy’ as the best British privateer. The following year he was given a 250 Beamish Suzuki which split its exhaust, hence another retirement.
For 1976 Hay switched to the popular 250cc KTM GS at Zeltweg in Austria and the 400 KTM for 1979 in Germany, both netted him silver medals. The 1979 ISDT was his final attempt. His last enduro was in 1981 at Newton Stewart, finishing second to Nigel Finnigan, but Hay had fallen heavily and broke six ribs in the process!
1976 ISDT in Austria, Hay on the 250 KTM on his way to win a silver medal.
While all this was going on, Trevor was deeply involved in promoting and organising enduro and other events.
In 1972, he was joint promoter with Graeme Chatham of a four month series of Indoor Ice Racing or as some called it, Ice Speedway. Hay stopped riding trials in 1973.
In the mid 1970s, Hay plus others of the Melville MC ran the Melville Two-Day enduros which gained British Championship status for many years.
Trevor also continued to develop the event into the World Championship Two-Day Enduro in 1998.
From the mid 1960’s to the 2000’s as the Melville MC Secretary and later President, countless scrambles, motocross, trials and one day enduros all helped the years to fly by.
Text Copyright: Trials Guru / Moffat Racing, John Moffat 2015
Photos: Courtesy of Trevor Hay, North Berwick.
The Premier Trial Website – Recording the History of the Sport 'Established 2014'
TRIALS GURU - DEDICATED TO TRIAL 