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Gordon Farley – Not Just a British Champion

Words: Trials Guru & Gordon Farley.

Photos: Bob Hosie; Peter Bremner; Mike Rapley; Bob May; Barry Robinson Estate; Eric Kitchen; Kenny McNamee; Montesa Motorcycles (Permanyer SA); Jeff Koskie; Len Weed/Dirt Bike USA; David Wood/C.H. Wood Bradford Archive; Ben Chaplin Collection; Ian Robertson; Ken Haydon Collection on Trials Guru.

If you search the internet for information about Gordon Farley, you could be forgiven for thinking that there is surprisingly little to be found. This is unfortunate, for here is a man whose contribution to the world of motorcycle trials deserves to be recorded and remembered. It is therefore our intention to put that right with this article.

To describe G. J. Farley simply as a two-time British Trials Champion would not do justice to his achievements. Farley is perhaps best remembered for bringing S. H. Miller’s seemingly unstoppable run of British Trials Championship victories to an end in 1970. Miller had dominated the championship for years, securing eleven consecutive titles between 1959 and 1969, initially on Ariel machinery before switching to Bultaco in 1965. But there is much more to G. J. Farley than that alone!

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Gordon Farley on the 1964 Triumph Tiger Cub which he developed into the Comerford Cub.

Gordon Farley’s name regularly featured in the reports published week after week in both The Motor Cycle and Motor Cycle News, following his successes at national trials more than fifty years ago, long before the advent of the internet. Gordon remains very much ‘old school’ in that respect, preferring to do without e-mails and mobile phones. He also had a distinctive trademark in the form of his black-and-white chequered hat – but more about that later!

The distinctive chequered bobble hat of Gordon Farley was instantly recognised by trials fans and the press. 1969 SSDT on ‘Devil’s Staircase’ – Photo: Ken Haydon Collection on Trials Guru.

Gordon Joseph Farley was born in June 1945, towards the end of the Second World War, in Pembury, a large village in Kent, just to the north-east of Tunbridge Wells. His father, Joseph, owned a motorcycle, although he did not compete in the sport himself. Gordon’s older brother Roger also had a brief spell riding trials.

Young Gordon, however, was captivated by road racing. When the time came to consider competing, the costs involved proved prohibitive, so he turned his attention to the more affordable sport of trials riding. It was a decision that would shape his future in motorcycling.

A visit to the well-known motorcycle emporium, Comerford’s of Thames Ditton, in 1959, when Gordon was just 14 years of age, resulted in the purchase of a 197cc Francis-Barnett. Two years later, he made his competitive debut in a local Sunbeam MCC Novice Trial, finishing a very creditable runner-up.

The famous hat:

At this time, safety helmets were very much an option, but very few trials riders normally wore them, preferring the less cumbersome and far lighter peaked cloth cap, which could be reversed when on the road to prevent the headwear blowing off.

Farley fancied something a little different, a chequered peak cap to emulate the chequered flag, a friend had one but search as he may, none could be sourced. Eventually his mother, Elizabeth decided to end the search by knitting him what is best described as a ‘pom-pom’ or ‘bobble’ hat which was black and white squares and looked very much like a chequered flag. It certainly made Gordon stand out in photographs of the period as no one else ever wore one like it!

Gordon Farley: “My chequered hat certainly made it easy for the press lads to make comment as it was instantly identifiable in photographs, it made their life easier for sure.“

With the implementation of the UK-wide helmet law on 1st June 1973, the chequered hat was reluctantly retired from service, the design of which later became the basis for the logo of Gordon’s motorcycle business. In fact the pom-pom hat still exists and is displayed in the shop in Guildford, Surrey.

The famous Farley chequered cap rests upon the handlebar of Gordon’s Greeves with his later green helmet adorning his Montesa in the Guildford shop.

Gordon was to excel, firstly on a 199cc Triumph Cub, before moving on to ride for Greeves, then Montesa and finally Suzuki as a development rider.

Pinhard Prize-winner:

At twenty years of age in 1966, Gordon Farley was the seventeenth recipient of the famous ‘Pinhard Prize’ awarded annually by the Sunbeam Motor Cycle Club of which he was a member. The Pinhard Prize is awarded to the best under-21 sporting motorcyclist or administrator competing under ACU or SACU jurisdiction who has made the most meritorious achievement or contribution in motorcycle sport. Previous recipients included Mike Hailwood, Jeff Smith and John Surtees, so Gordon was in esteemed company.

Scottish Six Days:

Gordon Farley like most trials rider of the era was keen to compete in the Scottish Six Days Trial. His first attempt would be in 1962, supported by J.A. Hitchcock on a 199cc Triumph Cub. Jock Hitchcock ran a motorcycle business in Folkestone in Kent and were Triumph main dealers and was Gordon’s first sponsors. He finished in 89th position on 174 marks and gained a first class award.

Murray Brush
Murray Brush on a Greeves – Photo copyright: Mike Rapley

Gordon became friendly with Murray Brush, a rider well known throughout the south-east, and the two regularly travelled to trials together. It was through Murray that Gordon was introduced to John Hitchcock, who would become his benefactor for a number of years. This early sponsorship proved invaluable, enabling Gordon to compete in the Scottish Six Days Trial and make appearances at several events on the Continent.

The following year, 1963, Gordon entered the SSDT with his JAH Cub sleeved down to a 150cc in an attempt to win the 150cc cup, but this was achieved by local man, Allie ‘Beag’ Cameron on a factory-supported 150cc Greeves.

1963 SSDT with Allie ‘Beag’ Cameron at ‘Achintee’ on his way to win the 150cc cup on his special 149cc Greeves

A few years later, Allie was employed at Greeves as a race mechanic when Gordon was signed by the Thundersley manufacturer. In 1964, Gordon finished in 67th place overall and another first-class award, again losing 174 marks.

In 1965, Gordon returned, entered by the Triumph factory on a 200cc Triumph and was better placed, with a Special First Class and 30th position on 107 marks.

More success was to follow in 1966, riding number 3 on his special 150cc Triumph Cub, he took the 150cc cup, plus a Special First award and finished in 11th place overall, losing 69 marks for the week.

1966 – Scottish Six Days – Edinburgh Gorgie Market – Gordon Farley’s Triumph Tiger Cub – Photo: Kenny McNamee, Motherwell

The following year was to be Gordon’s final ride on a Triumph in the 1967 SSDT on an over-bored Tiger Cub, being a 225cc, when he came home in 5th position, a Special First class and dropping 42 marks. His best performance to date – but there was much more to come.

In 1968, now mounted on a factory-supported 250cc Greeves, Gordon finished runner-up to Sammy Miller, who was riding a 252cc Bultaco. Gordon lost 37 marks to Miller’s 17, a sterling achievement when one considers that Miller was at the peak of his powers at the time. The same year, Gordon was the fastest man, setting standard time at the 1968 Scott Trial on his factory Greeves.

The start in Edinburgh’s Gorgie Market of the 1968 SSDT – Gordon Farley (Greeves) prepares to move off, followed by Fort William’s Allie ‘Beag’ Cameron, who was a factory mechanic at Greeves at this time. Gordon is instantly recognisable with the chequered hat. Photo: Bob May, Edinburgh

With the switch to the Spanish Montesa in 1969, Gordon slipped back down to 6th position on 46 marks. This was the year that his former team-mate, Bill Wilkinson won on the Greeves, the last time a British rider on a British-built machine would win the Scottish.

Gordon Farley - PB - SSDTcrop
Montesa mounted Gordon Farley at the 1969 Scottish Six Days Trial, watched closely by third-placed Sammy Miller – Photo: Peter Bremner

The 1970 Scottish Six Days Trial saw Mick Andrews take his first victory on the prototype Ossa, with Gordon’s Montesa team-mate, Rob Edwards, finishing as runner-up. Gordon finished in eighth position and was also a member of the victorious Sunbeam MCC club team, while Montesa secured the prestigious Manufacturers’ Team Award, represented by Gordon, Rob Edwards and Lawrence Telling.

Montesa promotional poster
Publicity poster using Gordon Farley on the Montesa Cota 247 in the 1970 Scottish Six Days Trial on ‘Laggan Locks’. The rider in the red hat on the left is John May, son of Comerford’s Reg May – Image credit: Montesa Motorcycles

The 1971 SSDT was so close but yet so far away, with Gordon posting yet another runner-up spot, eleven marks adrift of Ossa mounted Mick Andrews, who won the highland classic for the second year in succession. Montesa would once again take Manufacturer’s honours with the Blackford Challenge Trophy. For Gordon, not a bad result, but not the one he wanted, which made two podium finishes in four attempts.

Something fishy?

Gordon also had a new sponsor for 1971, Macrae Kippers! This was provided by a firm, D.A. Macrae and Sons who had depots in Hull and Fraserburgh, Scotland.

Debbie Evans with her Gordon Farley sponsored Yamaha and the late Bill Emmison of Macrae Kippers and latterly BERM Specialties – Photo: Len Weed

Macrae Kippers were de-boned, smoked herring fillets prepared as a classic British breakfast or supper dish, the approach was made to Gordon Farley by their representative, trials riding Bill Emmison.

Farley: “I had two sponsors in 1971, Macrae Kippers and I secured sponsorship for that year’s Scottish from Hugh McDonald, who owned a gentlemen’s outfitters on Fort William’s High Street.“

1971 SSDT – a fine second place for Gordon Farley (247 Montesa) on ‘Achintee/Ben Nevis’ – Photo: Bob Hosie.

This was the very same Hugh McDonald who lived at ‘Failte’, Achintore Road, who had supported Don Smith and his special Montesa powered ‘STAG’ machine in the 1970 event. Both Macrae Kippers and Hugh McDonald’s businesses were proudly represented on Gordon Farley’s riding suit that year.

American stunt woman, Debbie Evans with her Gordon Farley Motorcycles supplied TY175 Yamaha at the final inspection of the 1978 SSDT in Fort William.

Later, Emmison started a company importing accessories from the USA called BERM Specialities and was instrumental in bringing American, Debbie Evans across to ride the 1978 Scottish Six Days. It was Gordon Farley who supplied Evans with a brand new TY175 Yamaha directly from his shop in Ash specifically to enable Debbie to compete and fulfil her dream to ride the Scottish Six Days.

Debbie Evans-Leavitt: “Gordon supplied me with a new Yamaha TY175 for the Six Days, I am forever grateful, and thankful for his help and generosity.”

In 1972, Gordon slipped back to seventh place in the Scottish Six Days Trial, riding the Montesa Cota 247, but once again earned a Special First-Class Award. By this time, he had left Comerfords to establish his own motorcycle business, Gordon Farley Motorcycles, in Ash Street, Ash, near Guildford.

Most of the leading riders were still campaigning 250cc machines, but the following season would see a significant change, as the Spanish Bultaco team riders began using 325cc prototype machines.

Gordon returned to the SSDT in 1973 on the Montesa, finishing seventh on 86 marks, just three ahead of his team-mate, Rob Edwards. He did not enter the event in 1974, being occupied with the development of the Suzuki trials machine. His next appearance came in 1978, now 32 years of age, when he rode a 325cc Bultaco to finish in a respectable 45th place. This was to be Gordon’s final appearance in the Scottish Six Days Trial.

Gordon Farley (325 Bultaco) on Grey Mare’s Ridge in the 1978 SSDT, watched by the late Don Smith on the left and SSDT historian, Ed Stott on the right. Photo: Eric Kitchen.

The ACU British Trials Championship:

1970 was to be the year of change, as Gordon Farley finally toppled Sammy Miller from his perch at the top of the British Trials Championship. The title was decided at the final round, the Knut Trophy Trial, held in December. Although Gordon finished seventh on the day, with Miller taking victory, Farley had accumulated 105 championship points to Miller’s 101. It may not have been a fairytale victory in terms of the final event result, but the points told the story. G. J. Farley was crowned ACU British Trials Champion for the first time. As the season drew to a close, Sammy Miller decided to retire from top-flight competition, looking towards team management going forward.

Farley had secured Montesa their first British Trials Championship title. Considering that England was home to the world’s leading trials riders at the time, this was a considerable achievement and a real feather in the cap of the Barcelona-based manufacturer.

As the 1971 season got underway, Gordon Farley was determined to retain his British Trials Championship title. The series comprised ten rounds held throughout the British Isles, with both the Scottish Six Days Trial and the famous Scott Trial forming part of the championship calendar at that time.

EK Alan Jefferies 1971
1971 Allan Jefferies Trial, a round of the British Championship – Photo: Eric Kitchen

Although the British Experts was not a counting round in the national championship, it remained one of the most coveted prizes in the sport. In 1971, the event was won by Gordon’s Montesa team-mate, Rob Edwards, with Gordon himself finishing in twelfth place. The result served as a reminder of just how difficult it was to win a major national trial, let alone a championship, given the exceptional depth of talent among British riders at that time.

EK 1 British Experts 1971 - not sure the year is correect
1972 British Experts – Photo: Eric Kitchen

Regardless of the strength of the opposition, Gordon successfully defended his British Trials Championship title in 1971, once again securing the crown for Montesa. He finished the season on 97 points, ten clear of his nearest rival, Malcolm Rathmell (Bultaco), who amassed 87. Farley’s successful title defence was aided considerably by a runner-up finish in the Scottish Six Days Trial and third place in the Scott Trial, two of the most prestigious and demanding events on the British trials calendar. Victories in the Dulais Valley Trial at Neath, in south-west Wales, and the Red Rose Trial further strengthened his championship challenge and ultimately clinched the title. In effect, the championship was Gordon’s once his third place in the Scott Trial had been confirmed, relieving the pressure ahead of the final round, the Hoad Trophies Trial. This was in contrast to the previous season, when the title race had gone right down to the wire.

Trials Riding:

Max King, the author of the trials rider’s bible, ‘Motor Cycle Trials Riding‘ had the fourth edition published on 26th October 1972. Max chose Gordon to write the foreword, being the previous two years reigning British Trials Champion.

Gordon Farley wrote: “I knew, at first hand, how indispensable Max’s book had been because the first edition came out when I was a boy at school. Even then, I was keen on motor-bikes and interested in trials. But it was Max King’s enthusiasm – which his book reflected so clearly – that made me determined to have a go myself as soon as I was old enough and could get a bike. A thing that had always impressed me was that although Trials Riding was written, primarily, with the novice in mind, I knew for a fact that most of the top men in the trials world had read, enjoyed and benefited from Max King’s book.” [1]

EK Inter Centre Team Trial 1973
Gordon Farley (Montesa Cota 247) wrote the foreword for Max King’s fourth edition of ‘Trials Riding’ the trials rider’s bible of the era. – Photo: Eric Kitchen

European Trials:

The FIM World Trials Championship was inaugurated in 1975, and Gordon Farley had already been competing at the highest international level in its predecessor, the European Trials Championship, which evolved from the Henri Groutards Challenge. British riders featured prominently in the series, with both Don Smith and Sammy Miller among its winners.

Gordon first contested the European series in 1967, finishing eighth on the factory T20 Cub, the year Don Smith took the honours on a Greeves. In 1968, the competition became known as the European Trials Championship, with Gordon improving to fourth place on the 246cc Greeves, behind overall winner Sammy Miller.

Having switched to Montesa for 1969, Gordon finished ninth, while his team-mate Don Smith claimed the title. In 1970, Farley went one better, finishing runner-up to Miller. The following season, Mick Andrews secured the championship for Ossa, with Gordon taking third place on his Montesa Cota 247. Andrews repeated his success in 1972, when Gordon finished fourth, once again riding the Montesa.

Gordon Farley (Montesa) competing in the 1973 Inter Centre Team Trial at Back Cwm Quarry, Rochdale. He rode for the South Eastern ACU team – Photo with permission: Barry Robinson.

By 1973, Martin Lampkin had emerged as the man to beat, taking the European title, while Gordon slipped to tenth overall on the Montesa Cota Mk III. This proved to be his final season in the series, as he turned his attention to the development of the Suzuki trials machine.

ISDT:

Gordon competed in the Isle of Man at the 40th International Six Days Trial in 1965, and was one of only around thirty finishers due to the inclement weather experienced that year, in fact it was a bit of a wash-out! Riding as a private entrant on a machine supplied from Triumph through his sponsor, Jock Hitchcock in the 175cc class on his Triumph (DAC603C) under number 115, he finished with a bronze medal. Gordon formed part of the Sunbeam MCC club team with Bill Faulkner (343 BSA) and Monty Banks (246 Greeves). The following year, Gordon had been picked for the ISDT this time at Karlskoga in Sweden for 1966, riding a 500cc Triumph twin in the GB Vase A team along with Alan Lampkin (502cc TriBSA), Jim Sandiford (246 Greeves) and John Lewis (500 AJS), the team finished in fifth position and Gordon won an FIM gold medal.

The following year, 1967 Gordon was back at the ISDT, this time at Zakopane in southern Poland this time 350cc Triumph mounted in the GB Trophy team winning another gold medal, the team comprising, Gordon, Ken Heanes (Triumph), Roy Peplow (Triumph), John Giles (Triumph), John Lewis (AJS) and Jim Sandiford (Greeves).

His 1969 ISDT entry at Garmisch-Partenkirchen, Bavaria was on a factory-supplied 250cc Montesa King Scorpion, by that time he was riding trials for the Espluges manufacturer and he gained the first gold medal won by a Montesa rider. His sponsor, Duckhams Oils even made a feature of it in their trade magazine ‘Quest’.

Gordon Farley on the 250cc Montesa King Scorpion at the 1969 ISDT at Garmisch-Partenkirchen in Bavaria. Photo: Speedtracktales website.

Comerfords:

Gordon Farley took up employment with Comerford’s at Thames Ditton as their Competitions Manager, living in the downstairs room of a company flat with upstairs neighbour, motocross rider Vic Allan who had moved south from Aberdeenshire to work at Comerford’s and race for Greeves. Both Allan and Farley paid the company £3 per week rent at that time.

Gordon got to know all the main characters including directors Bert Thorne, Don Howlett and Jock Wilson. Not forgetting the firm’s spanner man, Reg May who ran the ‘comp shop’ in Portsmouth Road.

Gordon struck up a very good relationship with Reg May to the point that when he needed his Montesa carburation set up for the SSDT, both he and Reg met outside Fort William with Reg armed with a fistful of AMAL jets to sort out the Montesa.

Gordon recalls: “We had to make sure no-one saw us up in the hills above Fort William because Comerford’s were heavily involved with Bultaco and Reg was their ace spannerman, and I rode for their sworn rivals in trials, Montesa. I never talked about it at the time, but it’s history now, and no harm can be done.”

Comerford Cub:

It was when he worked at Comerfords that Gordon developed the ‘Comerford Cub’ based on the Meridan, Coventry produced ‘Mountain Cub’ T20M, a model that was destined for export to the North American market. The Comerford Cub was in essence a replica of the factory mounts campaigned by Gordon Farley and Roy Peplow. Triumphs sold a batch of T20Ms directly to Comerfords.

Gordon Farley on his works Triumph Cub which would be the basis for the Comerford Cub in 1967 – Photo: Ben Chaplin Collection.

These machines were modified at Thames Ditton by Colin Morgan, the work being supervised by Gordon. This included a 21 inch front wheel, with an alloy oil tank and conical silencer, fabricated by Mick Bridger of Tunbridge Wells and a BSA Victor alloy fuel tank topped off the machine which retailed at £225. Comerfords’ stores also retailed the alloy components, which included the conical alloy silencers and brake plates, thus enabling existing Triumph Cub owners to upgrade their own machines. This all happened in 1967.

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1967 Comerford Cub, which was based on the improvement work carried out by Gordon Farley when riding for Triumph – Photo: Trials Guru

Production spilled over into the following year with fifty-eight Comerford Cub machines built in total, these were pre-registered locally by the company for customers, some have survived to this day, being a sought-after machine, which now commands high prices in original condition and specification.

A changing world – time for change:

Gordon Farley was fortunate to have the support of J.A. Hitchcock and Son in the early stages of his trials career, an association that undoubtedly helped him establish his name in the sport. This early sponsorship proved to be an important stepping stone, eventually opening the door to factory support from Triumph Motorcycles. It was largely through Jock Hitchcock’s influence that Gordon received an offer of a factory contract from Triumph’s Competition Manager, Henry Vale on Christmas Eve in 1965, for the following season. He signed to ride Triumph in January 1966.

Gordon Farley on the Triumph Cub in 1967 at the Suffolk Mardle trial – Photo: Ben Chaplin Collection.

Triumph withdrew from trials at the end of the 1967 season, prompting Gordon to sign for the Essex-based Greeves concern. He remained with Greeves until he was approached by John Brise of Montala Motors, the Montesa importer based in Dartford, Kent. There was, however, one complication: Gordon had already signed a further contract with Greeves, which effectively tied his hands. Nevertheless, he eventually took up an 18-month contract to ride the Montesa Cota, joining Don Smith, who had parted company with Greeves, and Wiltshire’s Lawrence Telling, another former Greeves rider.

Further support came from French petroleum giant Fina. Gordon’s performances in French trials events had not gone unnoticed, and this led to a sponsorship deal being arranged through PetroFina’s UK importer.

With Sammy Miller still the dominant force on the British trials scene, Bultaco held the trump card in the manufacturers’ battle. Montesa were determined to change that, and assembled their three-man ‘dream team’ with precisely that objective in mind. History shows that their strategy paid off, with Gordon Farley taking over from Miller as British Trials Champion in 1970, bringing Bultaco’s run of championship success to an end.

Gordon Farley in 1969 on the early Cota 247 model competing in an Ipswich MCC trial – Photo: Ben Chaplin Collection.

Although loyal to Montesa from 1969 through to 1971, discussions with Suzuki began. The Japanese giant was looking to establish a foothold in trials, recognising it as an emerging market for motorcycle sport. Suzuki was already making its presence felt in both racing and motocross, having signed Olle Pettersson in 1968, followed by Joel Robert in 1970, and had just secured the services of Roger De Coster. Both Robert and De Coster had previously ridden for Suzuki’s Czechoslovakian rivals, ČZ, demonstrating the Japanese manufacturer’s growing ambition to challenge the established European marques.

Gordon Farley left Montesa to become a development rider for Suzuki Motor Co to create their RL250 by 1974. Seen here while in the USA at Saddleback Park. Photo: David Wood/C.H. Wood Bradford Archive.

Gordon Farley was clearly seen as the man to have on board. He had demonstrated his ability to develop machinery, having worked on the Triumph Cub and made his own modifications to the Montesa Cota. Greeves, however, was very much under the influence of its founder, Bert Greeves, who remained firmly committed to the marque’s distinctive cast-aluminium front frame design. Consequently, modifications and departures from established thinking were not always welcomed. This conservative approach was one of the factors behind Don Smith’s decision to break away from Greeves and move to Montesa.

Gordon Farley featured on the Summer 1974 cover of Suzuki News – Photo courtesy Jeff Koskie, USA

Gordon had already established his own retail business in 1971, anticipating the day when he would step away from top-flight competition. The opportunity to take on a development rider role therefore held considerable appeal, allowing him to draw on his considerable experience while balancing his business commitments. In 1972, he duly signed for Suzuki.

The Suzuki RL250 photographed in the USA – Photo: David Wood/C.H. Wood Bradford Archive.

The original model, called the RL250 Exacta in the USA, launched in 1974, but failed to make a significant impact in the marketplace, with riders considering the chassis too long and the centre of gravity too high.

Suzuki shipped over a prototype for Gordon to ride, evaluate and develop.

Gordon: “The problem with the first Suzuki prototype was that they would only modify their TS250 trail bike, even although I had sent over established Spanish mounts for them to look at and copy some of the better ideas. The first event I rode was a local trial in Hampshire. The Suzuki was good for local events and I won a few on it, but it simply wasn’t good enough for nationals.”

Suzuki eventually resorted to market dumping the RL250 to clear its remaining warehouse stock. However, the RL250’s engine being based on the TS250 trail model, which had established a reputation for being a strong and reliable unit. Recognising its potential, Graham Beamish of Beamish Motors at Portslade, Brighton who were handling motocross sales for Suzuki in the UK, decided to combine the Suzuki engine with a British-built chassis manufactured by Mick Whitlock at Hambledon, near Portsmouth. The result was the Beamish Suzuki.

Retail:

1976 Southern Gazette advert for Gordon Farley Motorcycles

Gordon Farley certainly didn’t turn his back on the sport; far from it. Although he had stepped away from riding at the highest level, he channelled his energies into developing his own retail business. In fact, by 1976, he was operating two shops: one in Milford in Surrey and the other in Ash, near Aldershot in Hampshire. The Milford outlet was managed by Colin Morgan, who had been involved in the Comerford Cub project, while Tim Bateup took charge of the Ash premises. Gordon’s involvement in the sport was far from over; his focus had simply shifted from competition to the commercial side of motorcycling.

Gordon Farley today:

Gordon is now officially a retired gentleman – although perhaps not quite! He still works five days a week, or is it six? – at the shop bearing his name in Guildford, which is now run by his son, Scott. The business continues to specialise in trials and enduro motorcycles and spares. When someone like Gordon has spent a lifetime immersed in a sport that has also become his livelihood, it is hardly surprising that retirement remains something of a relative term. After all, motorcycling is very much in his blood, and it is difficult to walk away from something that has been such a major part of his life.

Gordon Farley was twice British Trials Champion, an achievement in itself, but there is so much more to his story than championship titles alone. His contribution to the sport extends well beyond his riding career, making him a significant figure in the history of British trials.

Gordon Farley is a Trials Guru ‘Trial Legend’

Bibliography:

Information on International Six Days Trial: Speedtracktales website

[1] Pelham Books – Motor Cycle Trials Riding (Fourth Edition), Max King – ISBN-10 ‏ : ‎ 0720706009 ISBN-13 ‏ : ‎ 978-0720706000

Dirt Bike magazine, USA, August 1978, P.31 – Hi-Torque Publications, Inc. (Len Weed photo of Debbie Evans and Bill Emmison)

Milestones of G.J. Farley:

Photo: Ian Robertson, Midlothian

Scottish Six Days Trial: – Second Place in 1968 and 1971

Scott Trial: Third Place overall, 1971; Rider setting standard time, 1968.

ACU British Trials Championship: Winner 1970; Winner 1971

Gordon Farley – Not Just a British Champion’ – article is the copyright of Trials Guru

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.

People

The Wicken Brothers

Words: Trials Guru; with assistance from: Stephen Wicken; Dr. Carol Arnold.

Read Time: 24 Minutes.

Photos: Off Road Archive; Speedtracktales website; Ian Robertson; Ray Biddle; Wicken Family Collection [3].

Factory-Supported:

A factory-supported competitor in motorsports is a professional competitor who receives direct funding, top tier equipment, technical help, and logistics from a vehicle manufacturer or official team, allowing them to focus solely on competing at the highest level, unlike privateers who rely on personal funds or smaller sponsorships.

Matchless:

There is a publication well known in motorcycling circles written by Peter Hartley many years ago entitled ‘Matchless – Once the largest British motorcycle manufacturer’. That was when Associated Motor Cycles or A.M.C as it was usually referred, made AJS, Matchless, James, Sunbeam and Francis Barnett. AMC was not a manufacturer in its own right, but rather the controlling, parent company of the individual manufacturers. Their main factory was situated in Plumstead, South East London and with their AJS and Matchless brands, virtually dominated British trials in the early to mid-1950s, at a time when competition was rife.

[1]

Norman motorcycles were produced by Norman Cycles Ltd, who manufactured bicycles, autocycles, mopeds, and motorcycles from 1938 through to 1961 in Ashford, Kent. Founded by Charles and Fred Norman in a garden shed after World War I, the company evolved from making cycles to producing lightweight motorcycles and autocycles, this continued until 1961.

Triumph Engineering:

In 1898 Triumph decided to extend production at Coventry to include motorcycles, and by 1902 the company had produced its first motorcycle, a bicycle fitted with a Belgian Minerva engine. In 1903, after selling more than 500 motorcycles, Triumph began motorcycle production at the Nuremberg factory in Germany. During the first few years the company based its designs on those of other manufacturers, but in 1904 Triumph began building motorcycles based on its own designs, and 1905 saw the first entirely in-house designed motorcycle. The company went in for competition in all forms of the sport including racing, trials and scrambles as well as record braking.

Triumph Engineering factory rider, Bert Gaymer (500cc Triumph) on ‘Town Hall Brae in the 1947 SSDT. The locals call this ‘Rocky Brae’ – Photo: OffRoad Archive

We go back to a time when winners of motorcycle events would attend very formal end of season dinners and dances, the men dressed in dinner suits and bow ties with sharp white shirts and polished shoes, the ladies wore long dresses. A different time, immediate post war, we are about to revisit trials history.

Occasionally, the sport of trials witnesses family members and relatives taking up competitive riding, which usually results in much sibling rivalry, as trials is very much a sport for individuals and the competitors compete to win. This is the story of two extremely competitive brothers, both rode for British motorcycle manufacturers, Jack with Triumph and Sid with Associated Motorcycles and Norman, they were the Wicken Brothers.

Jack Wicken (left) and Sid Wicken (right) in 1941 – Wicken Family Collection.

The Wicken brother’s parents were Sidney Edward and Beatrice, who set goals for both Jack and Sid to achieve and this set the tone for many competitions in life between the two brothers, Sid always striving to match his older brother Jack, or better him, which in later life, including the desire to live longer than him and reach the golden age of 85 years.

S.R. Wicken:

Sidney Ronald Wicken, known as ‘Sid’ was born in Woolwich, South East London on 17th July 1929, just a stone’s throw from the AMC factory at Plumstead, and grew up there with his brother Jack. He was to ride trials on factory prepared machines, first the Norman and secondly Matchless, in national and International trials events. His brother would eventually ride for the Meriden Triumph factory in national trials and the ISDT.

Sid Wicken in Bavaria during the 1956 International Six Days Trial at Garmisch-Partenkirchen on the factory prepared 500cc AJS. – Photo: Wicken Family Collection.

During the second World War, Sid was evacuated to Teston/Malling near Maidstone in Kent, a place where he learnt to fish, he loved to tell stories of his time there to his children, unfortunately he contracted Cerebral Meningitis. When born, Sid had what is known as a ‘cleft palate’ which required specialist surgery and this resulted in a scar on his top lip.

After his school days, Sid started a five-year apprenticeship as a carpenter with Thomas Edge, builders and joiners in Woolwich, where he was well trained.

Sid could build furniture to the standard of a cabinet maker, and could also cut and pitch a roof.

During this time Sid’s attention was captured by motorcycle trials and his first event was in 1947 on an AJS with girder forks, winning the Best Novice award in the Beggar’s Roost national trial.

Sid Wicken (AJS) in the 1947 Beggar’s Roost Trial where he was Best Novice. Photo: Wicken Family Collection.

National Service was mandatory post war and Sid was enlisted from 1948-1950 in the British Army where he was head hunted to ride for the Royal Signals.

In the 1948 Whickham Harvest Trial run by the North Kent Trials Combine - Photo: Wicken Family Collection.
On the AJS in the 1948 Whickham Harvest Trial organised by the North Kent Trials Combine – Photo: Wicken Family Collection.

During his National Service, Sid married Edna Yvonne Ross in 1950 and started their family with Stephen born in April 1951; followed by Linda in July 1952; Christine in January 1957; Yvonne in December 1958 and finally David in August 1960. Initially living with Edna’s parents in Elibank Road in New Eltham, London.

Edna Wicken in 1950 sat on Sid’s father’s Matchless outfit – Photo: Wicken Family Collection.

In 1954 Sid and wife Edna moved into a multi-storey flat in Putney. He joined Chelsea and Kensington as a clerk of works, later moving into Building Control as a Building Surveyor when he joined the Orpington Council around 1955.

1954 St. David’s Trial action with Sid Wicken competing on a factory Triumph Trophy twin – Photo: Wicken Family Collection.

It is believed that Sid had been loaned an AJS from the factory from time to time, as well as outings on a factory Triumph, but he accepted Karl Pugh’s offer to ride for Norman in April 1954. Sid had also struck up a friendship with the doyen of trials commentating, Ralph G.V. Venables.

Sid managed to convince the local Norman factory to support him for the forthcoming 1954 Scottish Six Days Trial. The factory fielded an eight man and machine team effort that year and provided Sid with a used machine, registered SKK59, it required a comprehensive rebuild and he only received the machine the week before the Scottish. This resulted in taking the bike up without its wheels in the lift in Putney and making it ready and reliable for the 1954 Scottish in the kitchen. The factory supported Norman riders for 1954 were: Karl Pugh, Brian Butt, Gerry Mills, Clive Mills, Don Barrett, G. Russel, Ray Peacock and Sid Wicken.

The Norman Cycles team riders for the 1954 Scottish Six Days Trial seen here at the SMT Garage at Roseburn, Edinburgh – Photo: Ray Biddle. Left to Right: 14 – S.R. Wicken; 16 – W. Fruin; 20 – G.F. Mills; 25 – K. Pugh; 35 – D.H. Barrett; 52 – D.G. Russell; 56 – B. Butt; 70 – R.W. Peacock.

Sid’s efforts were rewarded by not only a finish, but winning the Peter S. Chamberlain Trophy, for the best performance by a newcomer.

Sid Wicken on the Norman in the 1954 Scottish Six Days on ‘Devil’s Staircase’ at Lochailort – Photo: Ray Biddle, Birmingham.

The second best newcomer in 1954 was Sammy Miller on his home built SHS (Samuel Hamilton Special) who was awarded the Ben Nevis Challenge Quaich.

The magnificent Peter S. Chamberlain Trophy was awarded to the Best SSDT Newcomer, a silver Rudge motorcycle scale model. Jack Wicken won this trophy in 1953, Sid would win it a year later in 1954. Photo: Trials Guru Archive.

1955 was however to be the Norman factory’s final year at the Scottish Six Days, the model was the B2/C with the Armstrong leading link front suspension.

Pictured at Roseburn in Edinburgh. The 1955 SSDT Norman ‘A’ team with Ray Peacock, Sid Wicken, Team manager Karl Pugh and Jack Rees. (Photo: Ray Biddle, Birmingham)

Two teams were entered, the Norman Cycles Ltd ‘A’ team comprised of Sid Wicken, Ray Peacock and Jack Rees, team ‘B’ was Don Barrett, Gerry Mills and Clive Mills. Team manager was Karl Pugh.

Norman team manager Karl Pugh (left) seen here with George Greenland – Photo: OffRoad Archive.

Sid managed to finish with a Special First Class award on the Norman with the loss of 55 marks. The winner was Jeff Smith on the factory BSA Gold Star who lost 20 marks.

AMC Competitions Manager, B.H.M. ‘Hugh’ Viney (350 AJS) in the 1955 SSDT on Devil’s Staircase. (Photo: Ian Robertson)

It was time for Sid to find another mount and living fairly local to the AMC factory, he had caught the eye of Competitions Manager B.H.M. ‘Hugh’ Viney. They had two things in common, both were good trials riders and both were pretty handy at golf with Sid regularly playing off a 4-6 handicap!

Viney supplied Wicken with a competition department prepared 350cc Matchless G3LC, registered as OLH722, which had been under the previous custodianship of Fred Hickman (in rigid frame specification), Gordon McLaughlan and latterly racing’s Bill Lomas who had the machine on loan, over the winter of 1954/55. Lomas handed the Matchless back when he parted company with AMC’s racing department. Wicken was to campaign OLH722 with the short-stroke engine fitted, until early 1957.

Sid Wicken preparing his newly supplied works Matchless OLH722 in 1955 with son Stephen helping. (Photo: Wicken Family Collection)

Sid’s works Matchless had a couple of modifications carried out by previous custodian Bill Lomas who had developed a trials machine for James. Lomas had footrests specially forged to be slightly further back than the standard fit items and Wicken liked this revised riding position so left them as they were. The front end had been steepened by the factory to give quicker steering achieved by heating the front frame up and pulling the down tube in towards the engine, resulting in a slightly steeper fork angle and removing about an inch from the centre of the primary chaincase and revised engine plates in aluminium alloy.

Sid Wicken on the factory 350 Matchless OLH722 in the 1956 SSDT. The frame broke below the headstock, but he managed to finish the event with the frame wired together and claim a Special First Class award – Photo: OffRoad Archive

For the 1956 Scottish, Sid had the front frame break below the headstock near to Spean Bridge, so he drew out his pliers and set about cutting a length of wire from a farm fence to tie the Matchless back together again. That year elder brother Jack was riding number 121 on the factory Triumph and Sid was right behind with number 122 on the works Matchless, both finished with Special First Class awards, Jack managing to keep ahead of Sid by ten marks, the competition would have been intense.

Sid Wicken in the Cotswold Cup Trial in 1956 on Matchless OLH722 now fitted with the lighter steel wheel hubs – Photo Wicken Family Collection.

The AMC competition department recalled OLH722 which was replaced with a fresh Matchless in April 1957, registered TXX515.

1958 Red Rose Trophy Trial, Best 350 cup on TXX515 – Photo: Wicken Family Collection.

OLH722 was passed on to friend and team-mate Ted Usher for his last year riding for the factory. Sid’s works supplied Matchless machines were more than competition bikes, they were also his mode of transport to and from his workplace. He made full use of the motorcycles he was entrusted with.

Sid Wicken on his last works Matchless (TXX515) on ‘Foyers’ South Loch Ness, during the 1967 Scottish Six Days Trial – Photo: Wicken Family Collection.

Sid not only rode national trials but was also selected for the Great Britain International Six Days Trial twice, in 1956 at Garmisch-Partenkirchen in Bavaria and again in 1958 at the same venue riding for the GB Vase ‘A’ Team. Sid rode a factory prepared 500cc AJS (TGF706), issued with riding number V149 in 1956 riding in the GB Vase B Team, taking home a Gold Medal and a 350cc Matchless (VLF403) with riding number V226 in 1958, again a gold medalist. Both these machines were prepared specially in the AMC competition department at Plumstead.

Sid Wicken (500cc AJS) in the 1956 ISDT during the speed test. (Photo: Speedtracktales)

As a prelude to the 1956 ISDT event, Sid and his team mates at AMC including scrambles rider Dave Curtis had been entered for a Austrian three day trial for practice, but it included a ‘night run’. Unfortunately, this information had not made its way to Plumstead and although the AJS and Matchless bikes were fitted with batteries to power the lights, they were not fitted with alternators to charge the batteries! The British riders spotted a fast German rider just before their lights dimmed completely and tailed him at close quarters.

Great Britain Vase A team member, Sid Wicken (350cc Matchless) in the 1958 ISDT in Bavaria. (Photo: Speedtracktales)

Sid reckoned that his 1958 ISDT Matchless was the very best bike he had been issued with, he won another ISDT Gold Medal.

Sid Wicken on his factory 350cc Matchless (TXX515) collects a fellow competitor when competing in the 1958 St. David’s Trial in Wales. Photo: Wicken Family Collection.

Sid Wicken continued to ride for AMC on the 350cc Matchless throughout 1958, albeit the Matchless trials team had been disbanded by the factory in late 1957 primarily to concentrate in trials with the AJS brand, headed up by Gordon Jackson. Matchless would still be represented in scrambles events headed by Dave Curtis.

Hugh Viney, Sid Wicken and S.B. ‘Bob’ Manns with the AJS/Matchless racing department van at the Plumstead factory around 1958. Photo: Wicken Family Collection.

Ted Usher had by this time retired from competition, handing back OLH722 to the factory and Wicken was offered a berth with Francis Barnett, as it was of course one of the AMC group brands.

The works Matchless, OLH722 in the capable hands of Ted Usher in his last Scottish Six Days Trial in 1957 – Photo: OffRoad Archive.

The Francis-Barnett featured the unpopular, French designed, 246cc AMC two-stroke engine which was wider and more bulbous than the previous Villiers power plant it replaced and was not a popular machine which did not sell in large numbers.

Sid was entered number 93 for his last, the 1959 Scottish Six Days Golden Jubilee event with the Barnett, which had been prepared by Reg May at Comerfords, Thames Ditton. With six entries resulting in six Special First Class awards, it was an unblemished record for Sid Wicken in the Scottish Six Days.

Sid Wicken’s SSDT tally was as follows:

Year – Riding No. – Machine – Result

1954 – 14 – 197cc Norman – 51 marks – Special First

1955 – 75 – 197cc Norman – 55 marks – Special First

1956 – 122 – 347cc Matchless – 83 marks – Special First

1957 – 153 – 347cc Matchless – Special First

1958 – 156 – 347cc Matchless – 31 marks – Special First

1959 – 93 – 250cc Francis Barnett – 45 marks – Special First

Sid was no stranger to two-strokes, having campaigned the Norman machines in 1954-1955, but the Francis Barnett frame broke on the Friday, so it was a coat hanger wire that came to the rescue this time to get through the Saturday’s run back to the finish in Edinburgh. In fact Sid was plagued with frame failures when on the Francis Barnett, he had it happen three times on three different machines supplied by the factory.

Sid Wicken spectating at the 2014 Scottish Six Days with daughter Christine. (Photo: Wicken Family Collection)

Having given up top flight trials riding in 1959, returning the 250cc Francis Barnett to the factory, Sid had a short lived return, when he ended up with a 250cc Greeves in the mid 1960s. The machine was taken as part payment for a submission of drawings Sid did privately for a gentleman’s planning application. In his later years, Sid maintained an interest in trials through his son’s Stephen and David and also made the annual pilgrimage to Fort William to spectate at the Scottish Six Days Trial, right up to his death, having watched for the last time in the May that year. He was 85 years old and passed away on 24th July 2014.

The results of the 1953 Southern Experts, organised by the Sunbeam Club. Jack came tenth and brother Sid twelfth, both entered on 498cc Triumph twins.

J. E. Wicken:

Front cover of the 1954 Welsh Two Day Trial featuring the 1953 winner, Jack Wicken (500cc Triumph)

John Edward Wicken, known as ‘Jack’ was born on 3rd September 1927 in Woolwich with brother Sid, born two years later. As mentioned earlier, Sid senior had the motorcycle and sidecar combination and as kids, Jack would sit on the back of the bike and brother Sid would be in the sidecar with their mother, Beatrice or ‘Beat’ as she was known. Both were introduced to bikes at a young age. Jack always maintained that his driven nature came from his mother, Beat was a force of nature, a serious character and massively proud of her two boys.  The brothers were very close, life-long friends and very competitive. The second world war was declared on Jack’s twelfth birthday.

A pre-trial photograph of Triumph Engineering factory team riders taken at Roseburn, Edinburgh at the Scottish Six Days Trial in 1953 with Jim Alves; Peter Hammond and Jack Wicken – Photo: Ray Biddle, Birmingham.

Jack Wicken was called up for national service in 1946 and spent twenty-two months in the Royal Navy, he became an Ordnance Artificer fourth class. He served on HMS Norfolk which had been involved in the sinking of the German battleship ‘Bismarck’ during the war and the post-war ‘cruise’ he was on took him out to Africa.

HMS Norfolk, the ship that Jack Wicken served on.

Jack had said that when they fired her big guns, the ship shook. However the highlight of Jack’s navy service was not looking after those guns, it was that the Norfolk’s football team, of which he was a striker, winning all twenty matches while he was on board. He couldn’t wait to get back home to become a footballer.  Jack was released from the navy in April 1948 but instead of football, Jack became a trials rider. It is thought brother Sid had got the trials bug while he was overseas which was why Jack decided to give it a go. Sid soon after went into the army for his national service.

Jack Wicken (500cc Triumph) negotiates the ‘Devil’s Staircase’ third sub-section at Lochailort in the 1953 Scottish Six Days Trial in front of a huge assembly of spectators – Photo: OffRoad Archive.

Jack Wicken was training as a toolmaker in Woolwich at Pitter Gauge and Precision Tool Company, and had a pickup to transport the bike to trials. Jack would finish work at 5pm on a Friday and that night drive up to Scotch Corner in North Yorkshire, sleep the night in the cab, and then ride in a trial the next day. Then be back at work on Monday morning.

Jack and Marjorie Wicken display Jack’s trophies in 1953. The Scottish Six Days Trial ‘P.S. Chamberlain’ trophy can be seen in the centre rear of this shot. Photo: Wicken Family Collection.

As far as riding for Triumph, Jack’s wife, Marjorie who was a secretary, wrote the letter which got him a works supported ride. The most remarkable thing about the Wicken brothers trials success was that they were born and brought up in South East London surrounded by houses, not countryside and hills. The only rocks would be found in garden rockeries! Jack and Marjorie had two children, Carol born in 1957 and Trevor in 1960.

Jack Wicken (498cc Triumph Trophy) winning the 1953 Welsh Two Day Trial – Photo: Wicken Family Collection.

There are many reports of Jack’s successes, the most notable being the Welsh Two Day in 1953.

Welsh Two Day Trial results from 1953.

Triumph Engineering made full use of the publicity surrounding Jack’s Welsh victory. Also the two international Six Days Trials at Garmisch-Partenkirchen in Bavaria, Germany in 1953 and Czechoslovakia in 1955.

The Triumph manufacturer’s team riders at the 1955 ISDT at Gottwaldov, Czechoslovakia, Left to right: John Giles, Jim Alves and Jack Wicken were all on 500cc twin cylinder Triumphs. (Photo: Wicken Family Collection)

At the Bavarian ISDT, Jack’s 500cc Triumph twin was suffering from a sticking throttle slide, to attempt to control his machine, he used the ‘kill button’ on the end of the Lucas magneto, otherwise it was almost flat out all the way, such was Jack Wicken’s determination to succeed being paramount against all odds.

Bernal Osborne’s report in the Motor Cycling of 22 September 1955:

“Despite weatherproofing equipment, it jammed quite a few rider’s throttle slides and both Wicken and Alves were beaten. Fearful of stopping, Wicken continued as best he could with the carburettor slide half open, using the ignition cut-out to control speed, but nevertheless he lost much time.” [2]

Jack Wicken overcame the challenges of that very wet ISDT in Czechoslovakia to bring home a Gold Medal for his efforts in 1955.

Jack also won several special first class awards at the Scottish Six Days Trial.  Jack’s first Scottish was in 1953 and was rewarded by winning the P.S. Chamberlain Trophy, for the best performance by a newcomer, a year later brother Sid would win the very same trophy.

Presented to the Edinburgh & District club by the directors of Rudge Motor Cycles, the P.S. Chamberlain trophy for the Scottish Six Days was a scale model silver Rudge ‘Ulster’ four-valve head port motorcycle on a wooden plinth, which had real rubber tyres, control cables and a drive chain with individual links which worked. It was in itself a work of art.

Jack Wicken (498cc Triumph) tackles ‘Auchterawe’ near Fort Augustus in the 1957 Scottish Six Days Trial, resulting in a Special First Class award on 77 marks lost – Photo Ray Biddle, Birmingham.

Jack Wicken retired from trials riding in the latter half of 1957 when Triumph took back his 498cc twin PNX661, and wanted him to ride the much smaller 199cc Tiger Cub, which was not to his liking.

Jack was never defined by trials riding alone, he was very proud of what he achieved, but he lived in the moment but there were other sports which he came to love. Although there was a brief return to trials in the 1970s when he and Sid had one last fling at the Greybeards Trial, they were more likely to be found on the golf course together. 

Jack had taken up golf when he stopped trials riding and got his handicap down to two. In the 1970s he captaining one of the Kent teams. He also skied, rode horses and also sailed. He and brother Sid played a lot of golf in their latter years, but during the winter Jack would be found on the ski slopes of Westendorf in the Austrian Tyrol, whenever the opportunity presented itself.

Jack Wicken owned and ran his own light engineering companies for forty years. Starting with All Type Tools Ltd in Woolwich which he started as a worker’s cooperative with twenty other men in the early 1960s. In the 1970s, he left All Type Tools when he bought Wheeler and Clinch Limited, a tool makers business and Glyndon Plastics Limited, which was a plastic injection moulding business, which was also based on the Woolwich Industrial Estate. At one time he had forty people in his employment.  Jack retired when he sold the companies upon attaining 70 years of age, but for the last five years before stopping work, he would head off skiing at the drop of a hat. He always stayed at the same hotel and just before getting in the car to drive to the ferry, he would call the owners and tell them he was on his way. He was such a good customer and friend they always found him somewhere to stay, in the staff flat on one occassion and his photo hung above the bar where he enjoyed the apres ski.

Jack Wicken passed away in the November of 2012, aged 85 years.  Once he couldn’t play sports, he didn’t see a lot of point to life, he needed the competition.

So there we have it, two very different brothers who took up the very same sport, both receiving factory support and machinery, both competed at high level observed trials and speed events. Both equally determined to win and to beat each other in the process. Never giving the other any quarter, but still brothers until the end. The sort of rivalry that we don’t see anymore in our society. The Wicken brothers brought home the spoils of competition and their results did the talking.

Trials Guru’s John Moffat: “I never had the pleasure of meeting Jack Wicken as the opportunity didn’t arise, however I had the great pleasure of meeting his younger brother, Sid on more than one occasion. The first time was at the Ben Nevis sections during the 1986 Scottish Six Days. I was spectating and I happened to notice the gentleman to my left was wearing a Barbour jacket with a Union Jack embroidered badge on his left shoulder. I asked him if he rode in the ISDT at some point. He replied, “Yes I did on more than one occasion and I rode this trial many times.” I recognised him from some old SSDT programmes I had collected, looked at him and said: “Are you S.R. Wicken by any chance?” to which he smiled and replied positively, “Yes I am S.R. Wicken!“

“We conversed for a while and then I said to him that my family owned an ex-works Matchless. He then asked me what the number was, as I had told him it was Ted Usher’s former steed. When I told him that the registration number was OLH722, he quickly and abruptly said: “That was my bike!“

“From that moment on, we had something in common and we communicated many times, the following year he even brought up some old photos of him on OLH722 for me, which I had copies made and still have. Sid also told me how his works Matchless was prepared and about the various modifications from standard.“

“Sid Wicken came across as a very knowledgeable and positive thinking gentleman, someone that didn’t let too many things bother him. The type of man that looked for solutions and implemented them. Probably that is why he was so successful in the sport and warranted factory support for so many years.”

Bibliography:

Matchless – Once the largest British motorcycle manufacturer – Peter Hartley, 1981 ISBN: 0850454042 (Osprey). (Front of dust cover) [1]

The Motor Cycling – 1955, 22 September – International Six Days Trial Report by Bernal Osborne. [2]

Various photographs supplied from the extended Wicken Family Collection of prints obtained by Jack and Sid Wicken during their active years in motorcycle trials. [3]

‘The Wicken Brothers’ is the copyright of Trials Guru 2026.

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.

Obituaries

Ray Sayer 1935 – 2025

It is with great sadness that we report the passing, in the early hours of Friday 14th November, of John Raymond ‘Ray’ Sayer of Bellerby, North Yorkshire, aged 90 years.

Ray Sayer (199cc Triumph) on ‘Foyers’ in the 1961 Scottish Six Days Trial – Photo: OffRoad Archive.

Ray Sayer should not need any introduction to those of an era when British factories ruled all forms of motorcycle sport. Ray was an accomplished trials rider, who rode the factory Triumphs in national, Scottish and International Six Days Trials. He also rode a two-stroke AJS in the 1969 SSDT, a 125cc Dalesman Puch in the 1970 Scott Trial and rode a Gaunt Suzuki in 1968 for Suzuki GB.

Ray’s best placement in the Scottish Six Days was third in 1963 on the factory Triumph Cub.

Ray Sayer tackles ‘Edramucky’ in the 1969 Scottish Six Days Trial on OWS12G, one of three AJS 37A-T machines built by Edgar Bros. Photo: OffRoad Archive.

By profession he ran the family coach business of Sayer’s Coaches, he was the son of the local farmer.

Triumph factory photograph shows Ray Sayer, second from left, front row – Photo supplied by J. Ray Sayer

A very reserved, quiet man who had incredible knowledge of the sport and gave all the other top riders a run for their money every time he threw his leg over a competition motorcycle. Ray was a highly respected rider by his peers and his local townsfolk. It is safe to say that Ray Sayer was a gentleman.

Ray Sayer (199cc Triumph) tackles ‘Glen Ogle’ in the SSDT a first day hazard – Photo: OffRoad Archive.

After his competitive days were over, Ray would attend the annual Scott Trial in his local area and also the Reeth Three Day. He was also a Jaguar car enthusiast.

Ray Sayer on his factory Triumph Cub UNX51 at the 1960 British Experts Trial – Photo: Mike Davies

Our sincere condolences go out to his widow, Carol and the extended Sayer family at this time.

Ray Sayer’s funeral arrangements: Tuesday 2nd December 2025 at 1pm at Bellerby Church, Church Street, Bellerby, Leyburn DL8 5QL, then from 2pm at Tennants Garden Rooms, The Auction House, Harmby Road, Leyburn, North Yorkshire DL8 5SG.

Trials Guru tribute to Ray Sayer HERE

People

George Greenland a life in the sport

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George A. Greenland – Photo: Colin Bullock

Words: Trials Guru & George Greenland

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.

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RAY SAYER

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TROPHIES, TIGERS, LEOPARDS AND JAGUARS – The RAY SAYER Story

For many months Richmond trials enthusiast Barry Watson nagged Trials Guru mercilessly to pen an article on an unassuming gentleman who is well known in the Yorkshire trials world. And so, eventually, we thought it only right and proper to oblige. This would not be a straightforward task as we had met the gentleman on quite a few occasions. We knew full well that this is a very modest, reserved individual who would much rather talk about his contemporaries than himself! Our first approach to write about his motorcycle riding career was met with the reply: “I wish you wouldn’t”. Perseverance is a useful attribute though, and finally we wore him down. This feature spotlights the most respected of trials riders, who has lived in the village of Bellerby, near Leyburn, North Yorkshire most of his life, even though he avoids spotlights like the plague! Son of a farmer, John Raymond ‘Ray’ Sayer was born in November 1935 and was to make a name for himself on the national trials scene in a riding career that spanned three decades, starting in the early 1950s.

Words: Trials Guru; John Moffat; Bill Wilkinson; J.R. Sayer

Photos: OffRoad Archive; Claudio Picture/ Jean-Claude Commeat.

The eldest of three children, Ray Sayer effectively put the Richmond area on the trials map by his name regularly featuring in the motorcycle press, which followed his career in the sport of trials. Pick up an old copy of the ‘Motor Cycle’ yearbook and the name J.R. Sayer appears regularly. Sayer, who was a national trials winner and ISDT team rider, rode factory Triumph motorcycles for most of his riding career which spanned almost three decades. His many Triumph contemporaries of the era included John Giles, Roy Peplow, Gordon Blakeway, Gordon Farley, Ken Heanes, and Malcolm Rathmell. Giles, Heanes and Peplow were selected many times for the Great Britain International Six Days Trial World Trophy team, an event which Sayer would eventually compete in three times on Meriden-prepared factory Triumphs. Although his name will be forever linked with the Coventry marque, Ray Sayer was not always Triumph mounted, as we shall learn later.

A ‘local’ Yorkshire event:

Sayer’s first trial was the Scott, on a 197cc DOT which had been purchased from a local businessman called Sylvester ‘Syl’ Palmer from nearby Leyburn. Palmer had ridden the machine in previous Scott Trials, he had also been the event clerk of the course and received support from Francis Barnett.

Ray Sayer: “My first Scott Trial was on 14th November 1953. It was also my first ever trial, and there was a very good reason for that. At the time I worked for my father, who was a farmer and a Methodist. In those days Sundays were for attending church and definitely not for having fun on a motorcycle! As the Scott was run on a Saturday, this allowed me to enter and compete in my very first event. Needless to say, I did not do too well on the DOT. The course back then consisted of two laps plus one leg out and one back in, and I had to retire after the first lap. The following year was very wet and what had been a stream became a large torrent at ‘Dicky Edge’. This wasn’t a problem for the more experienced or factory supported riders but I tried to jump it, and ended up in the middle with a drowned machine!”

Trophy Time:

Ray Sayer: “The 1955 Scott was a much better year for me, having bought a 1951 500cc Triumph Trophy by trading the DOT in to Duplex in Darlington; this became my all-time favourite motorcycle. I was fortunate to secure some valuable help with spare parts from Allan Jefferies and this time I had a really good ride. The Trophy was eventually converted to swinging-arm rear suspension using a McCandless conversion, which increased the ground clearance to nine inches and steepened the steering. It became a beautifully handling machine after that. My best performance in the Scott was third place in 1964 but I did win the 200cc cup and Best Yorkshireman awards on quite a few occasions. In the years that I rode the Scott, when it was held in the November, it was invariably cold and wet; conditions which really suited me. There was always the possibility of some snow though, and the trial was eventually brought forward to the October. I also had support from Pete ‘Eddy’ Edmondson on the Puch engined Dalesman which was a 125cc six-speeder and was a quick machine on the rough. I rode the Dalesman in the 1970 Scott Trial.”

A one off ride on the 125cc Dalesman Puch in the 1970 Scott Trial.

Sayer achieved his first Scott Trial finisher’s certificate in 1955 and amassed a total of 13 coveted ‘Scott Spoons’ from 1956 onwards which effectively placed him in the higher echelons of this famous event’s records.

Wedding Bells and Trials – 1960:

Ray married Carole in 1960, when they advanced their betrothal plans due to her father being a high-ranking officer in the Royal Air Force with an imminent posting to Hong Kong. They tied the knot a couple of years earlier than originally intended. Carole always refers to her husband as ‘Raymond’ and they will soon celebrate their Diamond wedding anniversary. She attended most of the events Ray took part in and has a good knowledge of the sport and the riders of the era. The Sayers had two children, daughter Alexandra and son Gavin. Alexandra has three children, making the Sayers grandparents. 1960 was a good year for Ray: Carole accompanied him to most events, he was Best Up To 250cc class winner in the Alan Trophy Trial and was a member of the Club Team Award for Ripon & District with Tom Ellis and Stan Holmes. A fortnight later he was second in the lightweight class and part of the Triumph manufacturers’ team award winners with Artie Ratcliffe and John Giles in the Belgian Lamborelle Trial.

A Triumph works photograph with Ray Sayer, second from left, front row – Photo supplied by J. Ray Sayer

The Travers Trial held in the April saw Ray again as part of the Triumph manufacturers’ team award winners, with Artie Ratcliffe and Roy Peplow, and club team for Bradford & District MCC with Stan Holmes and Ratcliffe. In the May Sayer collected a Special First Class and the Jimmy Beck Trophy at the SSDT, but the icing on the cake came in the July that year when Ray won the Allan Jefferies Trial outright, beating the legendary Sammy Miller (Ariel) by 13 marks. He rounded off the year by coming fifth in the British Experts on the 199cc Triumph Cub. Sayer was the 1964 winner of the national Victory Trial and he attended the Victory Trial reunion dinner organised by Tony Davis at the Manor Hotel, Meriden in 2007 as the Guest of Honour.

Ray Sayer (199cc Triumph) on ‘Foyers’ in the 1961 Scottish Six Days Trial – Photo: OffRoad Archive.

Sayer Talks Triumph:

“I rode as a works-supported rider for Triumphs for 11 years, and my final few seasons was as a privateer on a 250cc Ossa Mick Andrews Replica purchased from Norman Crooks at Northallerton for £270.00 in 1972, which I rode in that year’s Scott Trial and again in 1973. I had gone back to riding on my 500cc Triumph in 1969, registered GNR923, which I built myself and is now owned by Bill Hutchinson.”

“The registration number is now on his motor car and the Triumph has been restored to a high standard. I had first used this registration number on a 1961 Triumph Trophy and I transferred the registration number to my self-built Triumph. All my factory supplied Triumphs are still in circulation, which is nice to know. I enjoyed and appreciated the support that I received from Triumph, especially Henry Vale for having confidence in me.”

Scotland:

The Scottish Six Days has always been an important event for British trials riders and Ray Sayer was also keen to ride in Scotland.

Sayer: “In 1957 I rode in my first Scottish; it was all new to me and we covered almost 1,000 miles during the week! It would be my most enjoyable as I had a really good time and a clean sheet on the Tuesday, losing no marks at all.”

This sparkling performance caught the attention of Triumph’s Henry Vale, the Competition Manager.

“Mr Vale offered me a factory machine after the SSDT, the Tiger Cub, which I rode for nine years. It was registered UNX51 and I believe it is still owned by the Crosswaite family. This was a competitive machine and one on which I rode in all the national events. But I have to say the Trophy would remain my favourite Triumph, I had a soft spot for that machine.”

Ray’s factory Triumph Cub UNX51 registered in May 1956 had been on loan from Henry Vale during the 1957 SSDT to 17-year-old Mike Hailwood, who went on to become a highly successful GP road racer and multiple TT winner, entering the Scottish as his first big competitive event. Factory Triumphs were regularly stripped down, checked, refurbished and rebuilt by the competition department at Meriden, under the watchful eye of Henry Vale, so this necessitated transport between Darlington and Coventry by train in the Guard’s van.

Ray Sayer: “I would get a phone call from either Dick Fiddler or Henry Vale at Triumph to say my machine was ready. Carole and I would go over to Darlington railway station to collect it in time for the next trial. I also rode the Highland Two-Day Trial at Inverness in Scotland a few times, and when I was on my own Triumph the secretary of the Highland club, Bob Mackenzie, was so impressed with my machine that he kept pestering me to sell it to him!”

History records that Ray was third in the 1963 ‘Scottish’ on the 199cc Tiger Cub, beaten only by Mick Andrews (AJS) and the eventual winner, Arthur Lampkin (BSA). This was to be Ray’s best performance in the annual Highland event. For the 1968 Scottish the British Suzuki concessionaires had entered Ray with his close friend Blackie Holden along with Peter Gaunt as a manufacturer’s team on the 128cc machines with Gaunt taking home the 150cc capacity class award. However, Ray’s little Suzuki did not stand up to the rigours of the SSDT that year and he was forced to retire from the event. The machine went back to Suzuki GB headquarters in the Midlands transported by Dennis Jones, who later worked for the company. The following year Ray was back on another two-stroke at the Scottish; this time it was the Villiers powered 37A-T model AJS for 1969. The AJS was courtesy of Norman Edgar of Edgar Brothers in Edinburgh who had close ties with the AJS factory, being Scottish agents for the marque.

Ray Sayer tackles ‘Edramucky’ in the 1969 Scottish Six Days Trial on OWS12G, one of three AJS 37A-T machines built by Edgar Bros. Photo: OffRoad Archive.

“Mr Edgar contacted me after learning that I had entered on my 500cc Triumph and suggested that I might have an easier time riding the lighter two-stroke AJS. They seemed keen to push the AJS trials machine. However, the AJS did not have sufficient steering lock and to be honest I really was more a four-stroke man so unfortunately it didn’t suit me too well at all.”

These particular AJS machines were not built at the Andover factory but their components were transported to Edinburgh in early 1969 in crates, and they were assembled in the workshop of Edgar Brothers under the supervision of Frank Edgar and further developed by Norman’s son, Derek Edgar. The batch of the 246cc bikes were consecutively registered OWS 11–14G, Edinburgh registration marks which are dated to May 1969, just prior to the SSDT. Derek rode OWS11G with his elder brother Norman Edgar Jnr on OWS13G. Ray was issued with OWS12G for the SSDT, riding under number 93. Having been supplied with an early model production 37A-T machine (NFS21G), Norman Edgar Jnr decided to improve the batch of Edgar-built machines for the SSDT by fitting the motocross AJS Y4 ‘Stormer’ front forks and alloy conical hub, and also the conical alloy rear hub from the motocross machine. These were lighter than the British Hub Company components that the production models had been fitted with. This was a radical departure from both the production 37A-T AJS and those supplied by Peter Inchley to the other supported riders, Malcolm and Tony Davis. Ray now thinks the fork assembly from the motocross model could have explained the restricted steering lock on his machine. It was not plain sailing for Sayer however, the gearchange pawl broke on his AJS on the Wednesday resulting in a mid-week DNF for 1969.  So it was back to the old love, his own 500cc Triumph Twin for the 1970 Scottish, finishing in 58th position. His last Scottish was in 1972 on the outdated GNR923, which had been treated to a more modern set of MP telescopic front forks and an alloy conical front wheel. Unfortunately, history records that he did not finish his SSDT swansong but he switched to the Ossa later that year and continued to ride trials for a few more seasons, which included two more Scott Trials.

Leopards:

In a plan to make some more money, Ray sat and passed his PSV driver test and started earning more income by driving a bus in Wensleydale for a local coach hirer. When the coach operator decided to retire, Ray formed a partnership with his younger brother Ken to operate ‘Sayers Coaches’ in their hometown of Bellerby, utilising a variety of purpose-built coaches. This included popular models such as a Leyland Leopard and Bedford YMT, retaining local school runs as part of their business.

ISDT:

Sayer rode in three International Six Days Trials. His first was the 1964 event at Erfurt, East Germany on the factory 490cc Triumph ‘Tiger 100’ (106CWD) and of course the movie actor, Steve McQueen, also rode a Triumph at the same event. Being English spoken, McQueen socialised with the British teamsters attending that year.

Sayer: “Steve McQueen was quite taken by our factory Triumphs as they were much lighter and sported alloy fuel tanks, whereas McQueen’s was a fairly standard road model conversion, much of it undertaken by Reg May at Comerfords. I think he would have finished on gold medal standard if he had not spent so much time playing to the gallery, he was a typical show-off! He would keep pulling wheelies all over the place and crashed out quite a few times. He was very much an American style of rider, but quite a pleasant individual and very enthusiastic.”

Ray gained the first of his three gold medals at the Erfurt ISDT with 609 awarded points and ninth place in the 500cc class. The following year he rode the works 350cc ‘Tiger 90’ model Triumph (105CWD) in the Isle of Man in the GB Silver Vase team, having a clean sheet and gaining another gold medal as part of the best British manufacturers’ team – Triumph (Great Britain) with Ken Heanes and Roy Peplow. This was a difficult event held in atrocious conditions, and Ray’s experience of harsh North Yorkshire going gave him a distinct advantage, securing a gold – one of the few awarded that year. A truly gritty performance. In 1966 the event took place in Sweden at Villingsberg, managed by Jack Stocker. Ray was back on a factory 350cc Triumph, this time the ‘Tiger 90’ registered HUE252D in the GB Trophy team consisting of Ken Heanes, Roy Peplow, Sammy Miller and John Giles all on Triumphs, and Arthur Lampkin on a TriBSA. The team lost no marks and were credited with second place in the World Trophy competition, with East Germany taking top honours. Ray gained his third gold medal, having attained 600.04 bonus points. All the ex-factory ISDT Triumphs Ray rode are now in the custodianship of Triumph super-enthusiast Dick Shepherd in Essex.

Bill Wilkinson on Sayer:

“Ray Sayer must be one of Britain’s most underrated trials riders. I travelled many thousands of miles with him over the years when we rode in trials and the ISDT, so I got to know him very well. He never pushed himself forward, he is not that type of bloke; but make no mistake, he was a determined competitor and earned the respect of all the top riders of his era. My nickname for him is ‘Swing’ – not a lot of people know that! Ray was a very capable rider and was capable of much more. When you look back at results of national and international trials, you do not have to look far to see the name of J.R. Sayer. He won the Victory, the Allan Jefferies nationals at a time when any 20 of the top riders of the day could have won. His rivals were all very capable riders in their day. Ray was simply brilliant, I think we hooked up around 1961 and we hit it off really well. I have a lot of time for him.”

Jaguars:

Having owned a succession of Austin and Wolseley motor vehicles Ray had a soft spot for Jaguar cars. He claims never to have bought a brand new one but he has owned several XJ series ‘Big Cats’ over the years. Ray Sayer never lost his interest in trials and has been a regular spectator at many Richmond Motor Club events over the years, his dark blue Jaguar XJ6 being noticeable parked at Reeth for the Three Day and at Richmond for the Scott. For the uninitiated, the slim, Barbour jacketed, silver-haired gentleman quietly watching the performances of riders usually goes un-noticed. Only those who know their British trials history can spot Ray Sayer in a crowd. And only those who know their history would have the thought, “…now there is a man who can ride a trials motorcycle!”

Sadly, Ray Sayer passed away on 14th November 2025, aged 90 years.

‘Ray Sayer’ article is the Copyright of Trials Guru 2025

Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.

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‘Great Scots’ – Tommy Robertson

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Continuing our series of articles of Scottish off-road personalities ‘Great Scots’, we now are pleased to bring you the story of Tommy Robertson.

Tommy Robertson on Inshriach in the 1953 SSDT
Tommy Robertson (200 DMW) on Inshriach (also known as Creag An Eilein) in the 1953 Scottish Six Days Trial. A section that Robertson himself helped discover and was put in the event.

Tommy Robertson is a well-known name known to many of the more senior competitors and enthusiasts in Scotland.

He was a time-served joiner by trade and worked most of his life with D. B. Gunn (Builders) Ltd of Edinburgh, which was established in 1949, rising to ‘foreman joiner’ with the firm.

He was a life-long member of the Edinburgh Southern MC, a club that was established in 1924 and met in ‘The Southern’ bar, a public-house in 26 South Clerk Street in Edinburgh’s South-Side, hence the name.

Tommy on his AJS 350 16MC at a trial near WesBathgate, West Lothian around 1951
Tommy Robertson on his AJS 350 16MC at a trial at Westfield near Bathgate, West Lothian around 1951.

Tommy was not only  a keen trials rider and no slouch on a scrambles machine either as he was runner up in the Scottish Championships in 1954 to Ludo More.

Tommy Robertson scrambling an AJS

He also rode in road hill-climbs which were popular just after the war.

Tommy Robertson on his Triumph Twin at the Bo'ness Hill Climb on 9th August 1947
Tommy Robertson on his Triumph Twin at the Bo’ness Hill Climb on 9th August 1947, the helmet is the Edinburgh Southern MC which was worn by club members in ‘speed’ events.

Thomas Robertson served in the British Army during the Second World War in India and Burma, but it was never a subject that he could be drawn on to discuss in conversation, this may have been due to the senseless atrocities that occurred on the so called ‘Burma Railway’.

Tommy Robertson on Kinloch Rannoch in the 1953 Scottish on his Edgar Brothers supplied 200 DMW
Tommy Robertson on Kinloch Rannoch in the 1953 Scottish on his Edgar Brothers supplied 200 DMW

Robertson’s peers were many of the best Scottish riders of the era, Geoff Smith; Jimmy Hutchins, Jackie Williamson to name but three.

A life-long sporting motorcyclist, Tommy’s favourite event was without question the Scottish Six Days Trial and indeed Tommy was a club scout, who investigated sections for the Edinburgh & District organising club.

Tommy on his AJS in the 1950 Scottish Six Days on his AJS. This is 'Kinloch Hourn', no longer used a long climb into the hill from Loch Hourn.
Tommy on his 350 AJS in the 1951 Scottish Six Days on his AJS. This is ‘Kinloch Hourn’, no longer used, it was a long climb into the hills from Loch Hourn down in the valley. A breath-taking photograph.

In the 1970’s Tommy Robertson was the ‘number-plate official’ for the event, He issued the riders’ metal number plates at the weigh-in at Gorgie Market and took them from the riders at Blackford Hill, returning their deposit at the event finish, up to 1976 when the event moved to Fort William the year after and riders had to make their own numbers.

Arthur lampkin gets his 250 BSA 'weighed in' at the 1961 SSDT. Tommy Robertson is on second right examining paperwork
Arthur Lampkin gets his 250 BSA ‘weighed in’ at the 1961 SSDT. Tommy Robertson is on second from the right, looking down examining paperwork.

Tommy was also a machine examiner, who painted the daubs of special paint on the sealed items for the SSDT at the Gorgie Weigh-in.

In fact Robertson was one of a team of section scout riders who discovered and reconnoitered ‘Inshriach’ , also later known as Creag An Eilein near Aviemore on the Rothiemurchus Estate which was used from 1953 to 1967 before National Park status for the area forbade it’s future use.

Tommy Robertson (AJS) on the famous Devil’s Staircase at Lochailort in the SSDT

Tommy served for many years on the management committee of the Scottish ACU and being a tradesman, in those days who had no pay when off work due to a sporting injury, was the prime-mover to get rider’s insurance cover as part of their entry fee established with the then specialist motor-sport insurers brokers CT Bowring & Muir-Beddall.

Tommy and his wife, Mary had a son, Ian Thomas who also rode in trials, and was also a member of the Edinburgh Southern MC, like his father before him. The family home was at Bonnyrigg, near to Edinburgh in Midlothian.

Tommy Robertson was a very quiet, reserved individual with a commanding knowledge of the sport in Scotland. It is safe to say, when Tommy Robertson spoke, people listened to him carefully. One of the old-school competitors and officials who said little, but knew a great deal!

Tommy at home on his vintage AJS in the 1980's, the bike still owned by his son Ian.
Tommy at home on his vintage AJS in the 1980’s, the bike still owned by his son Ian.

Trials Guru wrote: Many riders were encouraged to join the Southern and take up either scrambles or trials and in fact my late father T. Arnott Moffat was one of them.

© – All text copyright: Trials Guru / Moffat Racing, John Moffat 2015.

Trials Guru would like to thank Ian T. Robertson, Lasswade for the use of the photographs accompanying this article.

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Jock Wilson – ISDT Team Manager and more!

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Peter ‘Jock’ Wilson … a great friend … a great man ~ By Renee Bennett.

Jock Wilson - 350 AJS - SMW581 - Clayton Trial - section Cheeks - 05-08-1962 - Photo Unknown
Jock Wilson on ‘Cheeks’ at the Clayton Trial in 1962 on his specially built ultra-short-stroke AJS 350. (Photo supplied by Patricia Wilson)

When I think of Jock Wilson, it reminds me of the fantastic Thames Ditton motorcycle dealers, Comerfords, AJS trials machines, Bultaco, the Scottish Six Days and a top Home Counties based trials rider who went on to take charge of the British International Six Days Trial Trophy Team for nearly 20 years.

Peter Cameron ‘Jock’ Wilson was born in Scotland on 12th January 1934 at Oakbank, Bridge of Balgie, Glen Lyon, Perthshire. The Scottish Six Days was practically on his doorstep as the ‘Meall Glas’ section was only ¾ mile from his front door.

Jock on his short-stroke AJS in a Sidcup 60 Trial. Comerfords Sales manager Bert Thorn is following in the background.
Jock on his short-stroke AJS in a Sidcup 60 Trial. Comerfords Sales manager Bert Thorn is following in the background.

There is the main reason he was such a good trials rider ~ with all that practice ground, he just had to be good!

‘Jock’ as I’ve always known him, started his working life as a lumberjack, then a spell in the British Army doing his national service at Aldershot, then marrying his wife Pat and moving to London to live permanently.

At Aldershot, Jock was in the Royal Army Service Corps or RASC for short, his commanding officer was Captain Eddie Dow, but he also met many of the factory trials and scrambles stars of the era who were also doing their national service. Riders such as Roy Peplow, John Giles and many more.

He took up employment at Arthur Cook Motors in Kingston-Upon-Thames and then the well-known motorcycle dealership, Comerfords based in Portsmouth Road, Thames Ditton, Surrey which he joined in 1957.

Jock started at Comerfords as a motorcycle mechanic in the workshops, soon progressing to workshop manager. When he became bored with that, he moved into sales under Sales Director, Bert Thorn.

1965 Scottish Six Days on Callert, riding the ex-Sammy Miller Ariel 786GON, which Wilson owned and rode for several years. The machine is now in Italy.
1965 Scottish Six Days on Callert, riding the ex-Sammy Miller Ariel 786GON, which Wilson owned and rode for several years. The machine is now in Italy.

Jock’s specialty was modifying AJS trials bikes, cleverly making them lighter and more powerful. Gordon Jackson, Gordon Blakeway and Gordon McLaughlan rode AJS machines as a team in those days and Jock even named one of his sons after the trio.

Gordon Jackson of course won the 1961 SSDT on his factory AJS (187 BLF) with just one ‘dab’ ~  Amazing!

Jock went on to manage the British International Six Days Junior Trophy and Trophy teams. His knowledge gained by riding in the ISDT many times himself on AJS and Triumph machinery gave him a valuable insight into this part of off-road sport and was a very highly thought of manager by the riders and the ACU. He actually cut his teeth initially by managing the Scottish ACU squad in Sweden in 1978.

A Scottish ACU presentation of awards ceremony at Perth in 1980. From left: Ron Wright (SACU Trials); Alex Phillip (Clubman TT winner 1948); Robbie Allan; Charlie Bruce (Scottish racing champion); Tommy Milton (SACU official); Anne Allan (wife of Vic Allan) and Jock Wilson, ISDT Team Manager.
A Scottish ACU presentation of awards ceremony at Perth in 1980. From left: Margaret Allan (SACU Chairperson); Ron Wright (SACU Trials); Alex Phillip (Clubman TT winner 1948); Robbie Allan; Charlie Bruce (former Scottish racing champion); Tommy Milton (SACU official); Anne Allan (wife of Vic Allan) and Jock Wilson, ISDT Team Manager.

When Comerfords eventually took over the importership from Rickman Brothers of the Bultaco brand, Jock was soon in charge … supplying dealers and operating a first class spares service.

When Jock left Comerfords, some many years later, he started his own business importing the Italian SWM trials and enduro macinery in partnership with Mick ‘Bonkey’ Bowers, which became equally as good as the Bultaco brand and very popular.

Jock and Bonkey set up a countrywide dealer network which included former World Trials Champion, Martin Lampkin.

After SWM stopped producing motorcycles, Jock went self-employed working from his home in Tolworth, fixing and tuning bikes and repairing damaged wheels, as he is an ace wheel-builder.

Nowadays, Jock is retired but still works a little on classic bikes in his spare time. I speak to him regularly and it’s always a pleasure.

Jock has always been a friend to me, to my late father Wag Bennett, and to my children Charles (who runs a busy London motorcycle shop) and my daughter, Julie.

I owe Jock a debt of gratitude for the support and help he gave me over twenty five years of trials riding.

Thank you Jock Wilson … Renee Bennett, Plaistow, East London.

Trials Guru: Jock Wilson, so named because this was common place for a Scotsman living and working in Southern England at the time, became one of off-road motorcycle sports’ most respected characters. Jock was a very competent mechanic and a serious trials competitor. When he was with Bultaco UK, he was responsible for setting up the contracts with the Comerfords supported riders in both motocross and trials. Wilson was mentor to Greeves rider and fellow Scotsman, Vic Allan when he moved from Aberdeenshire to Thames Ditton to ride for Comerfords in 1967. Allan then went on to ride for BSA briefly, during which time he crashed heavily at the Italian GP on his factory BSA breaking his hip and was sidelined for several months, during which time BSA closed the Small Heath competitions department. Allan then reverted to race for Comerfords on the Spanish Bultaco and became British 250cc and 500 cc Motocross champion in 1974, riding the Pursang models in both classes.

© – All text copyright: Renee Bennett & Trials Guru / Moffat Racing, John Moffat 2015.