The Motor Cycling Club

THE OFFICIAL MAGAZINE OF THE MOTOR CYCLING CLUB

Issue 140 – Spring 2021

IN THIS ISSUE:REMEMBERING JOHN ALEY

IS TRIALLING CONTAGIOUS? TRIALLING A MORGAN SERIES ONE

WELDING FOR CAR/BIKE BUILDERS

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Richard Andrews’ SpecialRichard Andrews looks back in his garage

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Contents

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A Duffer’s Guide to Long Distance Trials PreparationMatt Hyde gets us prepared

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Almost the full circleSteve Harris takes a trip down memory lane

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Remembering John Aley Your memories of the late John Aley

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Welding and meetingthe needs of the car/bike builderRoger Ashby talks us through this daunting task

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Japan to UK part 4Mick Jeffreys continues his adventure

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The trials and tribulations of a Class 8 VWSam Lindsay tells all about his Class 8 Rail

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Is trialling contagious?Adrian Payne asks the question we all wonder about

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Tales of the 1959Land’s End TrialRoger White looks back in history

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The 5th Edinburgh TrialBarrie Kirton takes a look through the archives

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London to EdinburghClub Run, 06-07 June 1919 Barrie Kirton takes a look through the archives

17A Bedtime StoryBrian Osborn tells us a tale

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My years trialling aMorgan Series OneMartin Wyatt takes a trip down memory lane

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Arbuthnot Trial – the first time the event ranIan Rennie reports

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A Piece of Trialling HistoryJohn Hamill tells us about a historical bike manufacturer

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Transition?Roger Bibbings reports on the future

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The MCC Committee 3Editorial 4President’s Page 12Keep it in the Club! 35Web directory 62MCC Shop 63Photographers 63Section ends back

John GreenA tribute to John Green by Anne and Tim Whellock

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Regulars

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The MCC CommitteePRESIDENTJonathan Laver01963 [email protected]

GENERAL SECRETARYPaul Khambatta07941 328 [email protected]

MEMBERSHIP SECRETARYJohn Childs01582 [email protected]

TRIPLE EDITORCelia WaltonBriggs Cottage, Noke, Oxford OX3 9TX01865 [email protected]

NEWS OF THE WEEK EDITOR Roger Ugalde 07788411161 [email protected]

CAR TYRE OFFICERPete Hart0117 [email protected]

MOTORCYCLE TYRE OFFICERJohn [email protected]

SAFEGUARDING AND CHILD PROTECTION OFFICERPeter Lawley01952 [email protected]

COMPETITION SECRETARYDick [email protected]

VICE PRESIDENTSLes [email protected]

Ron Butcher01233 [email protected]

John West01453 [email protected]

CLERK OF THE COURSE, EXETER TRIALKeith Johnston07836 [email protected]

CLERK OF THE COURSE, LAND’S END TRIALBill [email protected]

CLERK OF COURSE, EDINBURGH TRIALMark Gregg,7 Saw Mill Way, Littleborough, OL15 8SD [email protected]

TREASURERPhil TuckerNewton Abbot, TQ12 1TU [email protected]

MCC ARCHIVISTBarrie KirtonLynworth Cottage, High St, Twyning GL20 6DE 01684 293428

On the cover: Rob Wells and Caroline Terry, X90 on Blue Hills 2 in 2019. Andrew Trenoweth

Many thanks to the contibutors for supplying the words and the photographers who have allowed us to use photos. We couldn’t do it without you.

TRIPLE is published three times a year and was first published in October 1974.

Please note that the opinions expressed by contributors are not necessarily those of TRIPLE or the MCC. The MCC is not responsible for the result of following contributors’ advice, nor does it necessarily endorse the products or services of any advertiser. The Editor reserves the right to sub-edit submitted material as deemed necessary. This publication may not be reproduced or transmitted in any form or part without the written permission of the Editor. While every care is taken, neither TRIPLE or its agents accept liability for loss or damage. Please include full name and contact details in all correspondence.

Closing date for contributions to issue 140: 18 August 2021

TRIPLEIssue 140 – Spring 2021

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Celia WaltonEditorial

Well, here we go again: If anyone else says ‘it’s been a funny year’, I’ll scream. Loudly. However some positive things have certainly come out of it; also of course some sadness. And things are certainly looking up.

Triple has been updated for one thing, and everyone seems to like it. Not easy without events to report, but quite a few members have said that the articles in recent issues are more interesting – many have started looking through their old photos and remembering the stories connected to them. I have been told by several people that the event reports are always rather similar. That’s why I ask for stories where something unusual or out of order happened (I’d rather hear about glitches you overcame) but I try to publish as many of the reports as I can.

Like our books of photos, many of us have tidied our garden sheds and garages this year, and found some intriguing things in them which we either didn’t know were there or had forgotten. Very many of us have acquired IT and DIY skills which we had previously made a point of ignoring, and a remarkable number have done some gardening and digging we hadn’t expected, or intended, to do. Apparently A&E has had many customers from the DIY brigade as well.

I have re-felted my garden shed (which I rather enjoyed) and learned about Zoom meetings. I have bought a smartphone, and clumsily use it. I have heard on the news that treasures have been found underground, especially in gardens and allotments undisturbed for many years, in fact I have found a 1918 copper penny. A field local to me was ploughed in the autumn, and several (well-socially-distanced) characters with metal detectors proudly showed me one of their finds – silver pennies dating from the reign of Henry III, mid-13th century AD! These

are smaller than a man’s thumbnail and fragile looking, one had been cut in half – halfpennies of course – but risen to the surface again, in 2020.

I have had to try to do my best when adding articles about club members who have died, and moved on. I never like doing this, since I’m always afraid that I can’t possibly do them justice.

Some MCC members naturally have filled their time in building, or improving, cars and bikes for trials use. Some of us have made the attempt to use our varying vehicles, if only to keep batteries charged and oil circulating. Several times I have told myself that I will ride for five or ten miles, but not, definitely not, stop anywhere. I haven’t stopped (except for petrol, paid at pump), but I have found myself riding nearer twenty or even thirty miles instead. I’ve also rediscovered one or two of the little tricks my older bikes have during kick starting…

As we all got more used to wearing face masks (remember how amazed we were at first?) we took more liberties and talked to others from several metres away. Didn’t that do us good too, in seeing that the world hadn’t ended after all.

And the telephone. I’ve had some wonderful long chats with MCC members whom I didn’t really know, which have done us all good. Several haven’t been able to get the hang of online renewal and so on, but many have. Some of our older (and I mean older – three have been 90 or more) members are simply fascinating to talk to, they have a lot to give us. Not ‘it was better then’ but ‘it was different then, you’ll never believe...’

As I write, I have more than enough copy for this issue! For the next one, how about the story of your own new project?

Lee Peck in action, with Daniel Hunter bravely navigating in the Exeter Trial 2018. Andrew Trenoweth

We love to see your photographs taken out on the trials. Send your pics to [email protected] for inclusion in TRIPLE.

Lights, Camera, Action!

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Matt Hyde

A Duffer’s Guide to Long Distance Trials Preparation

Having chosen, inherited, stolen or been given your ideal mount for the event, do you know its history? When was it last serviced and by whom? So begin by replacing all of its lubricants, filters, spark plug and cap if required. Are the chain and sprockets in good order, no hooked teeth on the chain wheels or tight spots in the chain (remove to check). The same thoroughness needs to be applied to the control cables, brakes, wheels, wheel bearings, tyres, and inner tubes. In my own experience I have found that Pirelli MT43’s give the best compromise between grip and wear, and I also fit either a Michelin or Pirelli inner tube with a 4m/m wall thickness. Trials type tyres work best at a lower pressure (more tyre in contact with the ground); for example I tend to run my front tyre at 16psi and my rear at 10psi, at these pressures rim locks are essential.

Fuel, how far can you get before hitting reserve? When you hit reserve does all the loose accumulated rust and crud in the bottom of the tank clog the fuel tap (or worse) carb? It really does pay to ensure that the tank, tap and carb are whistle clean. Don’t forget the air filter.

Electrics, is the battery any cop? And correct for the bike. Check all electrical connections, clean and grease (with Vaseline) as necessary. Pay attention to making sure that all the earths are good. If you make repairs don’t use crimp connectors, soldered joints are much better. Checked your bulbs lately? Are they even the correct wattage, carry a couple of spares, the same for fuses, old style petrol garages are becoming quite rare.

How’s the seat? Ripped cover, collapsed foam.

Gaffer tape and a bath sponge as fix. Do your bot a favour, get it sorted properly. Gel inserts are available. The same thinking needs to be applied to the footrests, handlebars, grips, levers and throttle. You’re going to be on this thing for a while, does it all fall to hand and foot easily? If no, adjust or change it till it does. While at it examine the front forks and rear shocks for smooth controlled action, no leaks or rust on the important bits (and maybe replace the old stinking oil within, different grades are available, you may need to experiment here).

If you use or fit cheap parts don’t expect them to be robust or long lived. Take the time to track down and rectify all squeaks and rattles, just for your own sanity really.

Once it’s ready try it out, bung on a set of part-worn tyres, fit any luggage you plan to carry. Fit anything heavy to the bike don’t try and carry it all in a rucksack. Practise riding at night on different surfaces to see how everything feels and works – preferably not the night before, so if anything underperforms there’s time to fix it.

Spares and tools, don’t go mad and empty the workshop, you won’t have time for much open engine surgery. You shouldn’t need to take too much apart from spare levers, cables, plug and cap, bulbs, fuses, inner tubes, a couple of various fasteners and cable ties. A bicycle type pump and a good low pressure tyre gauge.

As for what you’re going to wear that’s up to you because you’ll get ten different answers from ten different riders, but layers are a good idea.

Don’t forget your bulbs!

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Safely turned around on the slippery part of Simms. Andy Westlake

Greg Warren driving a classic Escort and bringing the family. Charlie Wooding

Grant Victory, with the front bumper missing – hit a marker or keeping the engine cool? It was a hot day. Peter Browne

Simon and Julie Ward, Ex-George Greenland Norton/WASP Edinburgh Trial 2013. Dave Cook

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Gunnar celebrating Christmas in Sweden in an appropriate fashion.

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Anne and Tim Whellock John Green 1934-2020

Motor Cycling Club members will be saddened to hear of the passing of ‘Somerset’ John Green. John owned several funny old cars, however, it is his Austin Seven trials RTC Special that members may remember John driving in MCC long distance trials and his Dellow in the celebration events.

We first met John Green about 30 years ago when we were invited to join his Beaulieu September Autojumble consortium. It was over the course of that weekend, swapping stories, that John determined to acquire an Austin Seven to go trialling. He bought Tinny, a very early RTC Special, now in the capable hands of Pete Hart, Clerk of the Course for the Bristol Motor Club Allen Trial. John in his RTC Special, us in our shed built Austin Seven and Peter Treliving in his RTC Special (now in the capable hands of Emma Wall) formed the Austin Seven team Seven Ups and did thousands of miles sometimes together, sometimes not, on the MCC’s three long distance reliability trials. One year we got very close to the annual team prize, but Tinny broke a steering arm on Haggside on the Edinburgh Trial, and failed to proceed. The MCC team prize was not awarded that year; however a team prize did come his way when he joined Tim Whellock and Stuart Roach in their Austin Sevens for the driving tests at the annual July 750 Motor Club gathering at Beaulieu.

Many an hour was spent in John’s garage before an event preparing Tinny. And many an hour was spent on the event keeping Tinny going. Anne remembers the job of chief umbrella operator in the car park at the top of Wooston trying to keep the rain off John, Doug (John’s navigator) and Tim as they changed Tinny’s head gasket. The cylinder head nuts and washers were all different but John knew exactly which stud they fitted to, everything had to be returned to its rightful location. The job seemed to take ages. Doug would regularly get hold of John’s collection of ‘useful’ spares including old rotor arms, condensors and spark plugs and hide them in his pockets so John couldn’t return them to ‘use’ in Tinny.

John’s favourite car was probably his Dellow. The Dellow was usually chosen for trips to France where the traffic free roads, the cuisine and the red wine helped make some of the best motoring memories. On one trip to Brittany on a very wet May motoring event, John accepted the invitation to drive a friend’s Austin Seven into the cafe to get out of the pouring Breton rain. The cafe owner opened up the sliding doors and John drove it in. His least favourite was probably his 1920’s Bayliss Thomas, he could never get on with the clutch.

John always made his own decisions and lived life the way he wanted to. He gave willingly of his time to people and visitors with a common interest in historic motoring. He led two Somerset pub meets. As I write this I remember him as an individual brought up in a world where nothing was wasted. Perhaps we are returning to that world.

John was a member of many motor clubs. Probably his favourite was The Motor Cycling Club. John greatly valued the enormous pleasure and satisfaction derived from competing in these events and for the acquaintances and lasting friendships developed from their activities.

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Queuing at the bottom of the section – a common sight.

Barry & Graham Redmayne throwing stones with a Liege – Edinburgh Trial 2014. Charlie Wooding

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Jonathan LaverPresident’s Page

The expression ‘thank you’ can never be over-used, and has rightfully been directed many times to those individuals who make up our NHS. This page gives me the opportunity to say ‘thank you’ to you, our Club members – your continued support of the Club has allowed us to function at a positive level.

The Club is managed by a number of different committees dedicated to our events or to the Club’s general management. These different groups of individuals have not been able to meet in person; all meetings are being held online using Zoom, which enables us to both see and talk to one another. This facility has allowed groups of MCC enthusiasts to meet as often as they wish. If a discussion/decision is required a meeting is easily called that involves all the appropriate people and no travelling. This has proved a catalyst for action and innovation.

MCC events for a competitor happen upon the day but for the organisers everything is in place a long time before they have already done the event. No cancellation is taken lightly. Our thanks go to our Clerks of Course and their teams for having our three main events ready to go, then having had the conviction and courage to cancel them. Keith Johnston did a fantastic job for an Exeter Trial that never happened. Bill Rosten also had a great Land’s End planned, for the second year running. Thanks to all those involved.

Planning an MCC event is a massive logistical challenge under normal conditions. The organisers of some smaller events have

struggled with all that COVID-19 has produced. MCC events face a much higher mountain of challenges to overcome than most events need to. An entire raft of new systems has had to be introduced, the majority of these being completely abhorrent to the traditional MCC practices of paper and pencil! The choice was to implement change or being unable to function. Any form of event organised in these times has to comply with all of the government restrictions. This is a constantly varying raft of requirements, and of course importantly the MCC’s own procedures have been looked at. This with a view to not spreading the virus to anyone else.

We have been exploring what events could be staged in these testing times. It is hoped we can stage a Classic Reliability Trial for our members during the summer months. Also being explored is a ‘pop up event’, that being one which can be organised within a relatively brief time frame. What makes an MCC event special is also that which makes it that which makes it so much more difficult to stage but never say never! Hunting for new sections to use is something many members do. The Exeter committee had two new sections planned for their event and the Land’s End expected to have at least three new sections. That’s the good news – now we have to wait until next year to try them out. We hopefully look forward to our summer get together at the Testing Trial. For those new to the Club, this is a chance to mix and mingle with likeminded individuals, during a day of sport. Come along, with or without a machine and get involved with a great group of people.

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We said goodbye to John Aley, who was a personal friend and great supporter of the Club. To those that did not know him he gave us the Testing Trial, arranged the purchase of Blue Hills for the Club and instigated the weekly newsletter NOTW. In a few lines I cannot give adequate credit to this gentleman but there are very many car enthusiasts whose lives were saved by his rollover bars.

No matter who you are, an online presence gets you found by others. The MCC is no exception. We have a capable team managing a fresh approach to the Club’s social media presence. At the same time, we are building a new website which will be shortly up and running. Our Club membership and event entry systems are

accessed via the website as is the online regalia shop. The weekly emailed newsletter NOTW will keep you up to date with what is going on within the Club in these changing times. Not everyone is ‘online’ so please keep your friends informed of MCC news or new events.

Within this report there are references to many changes. Change is not something that rests well within The Motor Cycling Club, nor with the President. We are all doing what is necessary to come through these challenging times. Those that work for the Club and have stuck with it, through thick and thin, will, I am confident, do their best for you and the MCC. I wish you all Good Health.

Hope to see you on Section soon.

Dates to be notedDue to the difficult times in which we still find the world, we won’t publish dates at once. We simply ask you to keep an eye on NOTW so that you can keep up-to-date and will know what we are going to be able to run, and when. If you have a friend in the MCC who does not get NOTW, please help by telling them too.

President Jonathan with Anne Laver, 2018 Exeter. Andrew Trenoweth

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Remembering John Aley 1930-2021

Editor I first knew John Aley as someone distant and very important in the MCC, a man famous for his Mini racing and Aley Roll bars, when I was a rather lowly motorcycle competitor in the 1970s. But he was the one who got in touch and ‘head-hunted’ (his words) me as the new Triple Editor in 2003; which included my joining the Executive Committee. I found my first meetings pretty daunting though often after each one Dick Peachey, John Aley and I finished the day talking things over when others had gone. Like most of the long time MCC members, John Aley had tried all sorts of cars, and motorcycles, with Morgan threewheelers along the way. This was one thing which was always a surprise to me, I had assumed that the Exec members were virtually all car drivers. Wrong again.

Jonathan LaverJohn A. was a good friend to the MCC and to me. He arranged for the two books about the

MCC to be published and for the purchase of Blue Hills. The stories of his antics, deeds and deals would fill a book. One that few would believe, but I was lucky enough to hear. It was through the MCC that a strong connection was built; evenings of reminiscence and hilarity built a friendship which will not be forgotten. Our thoughts go to Celia, his partner (not our Editor), who has been looking after him for the last few years with so much love and care.

Richard CrewWhat a nice and very welcoming gentleman he was, he will be sadly missed.

A stalwart of the MCC, with a memory that was far better than mine, as he could remember names of people, including my own.

I believe the last time I met him was at humps and bumps in Somerset on one of those perfect days, a great day out, lots of fun.

John Aley in action.

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Mike WebsterSo sorry that John could not have been immortal as he deserved to be.

I suspect my feelings about John are shared by many members. He seemed to know everyone by name, I wish I had that talent. Not only that, he had the amazing way of being able to make one feel better for any time spent with him. My contacts were brief (I am just a very average entrant and over only the last 10 to 15 years or so) but they were always memorable, and for the right reasons.

For example, after the Centenary Land’s End, John came up to us at the finish and I can remember almost word for word, our brief conversation. He said:”My word, it is years since we have had a Triumph Gloria Southern Cross on an MCC Trial. Sadly, I guess most owners think them too valuable to use these days. How did you get on?”. I replied: “Well, unless the marshals think differently, we think we are ‘clean’”. John lowered his head and looking sagely over the top of his glasses said: “and so you should be dear boy, your car was made for these events!”. Said it all!

As a 70 year old at the time, I treasure the memory! RIP John, the world and MCC are the poorer for your passing.

Mike BoggisLike many others I was very saddened to learn about John. He gave so much to so many in the MCC.

My own appreciation goes back to the time he was a vehicle claims assessor at the Prudential when I was a 20 year old trainee surveyor in the Estate Department, some 60 years ago. I had come across a dusty 1952 Morgan Plus 4 drop head coupe, OYB 740, which had been resting for months on flat tyres in the back of Mathews Garage in Stansted. However the prospect of a young lad insuring it with the Mighty Pru didn’t go down well with their Motor Dept – ‘I say, old boy, this is a bit over the top for a young chap like you, and anyway they have a wooden chassis, don’t they?’.

Luckily I’d heard that Mini racer extraordinaire John Aley worked there and I asked if I could have a few words with him. Out came John to the counter, reassured his colleague that Morgans had steel chassis and he could see no reason why this young chap shouldn’t get it insured – that is how I became the owner of several Morgans over the years, enjoyed MCC members’ company and John’s weekly Newsletters (now NOTW).

John gave so much to us all and I doff my hat in his passing.

John raced Minis – here’s a Mini in his workshop, John Aley Racing, Cambridge 1970.

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Another view of John Aley Racing in 1970 showing a sports car ready for Aley Bars.

John Seccombe, President, Landspeed New Zealand AssociationThe forming of John Aley rollbars in 1970 was a major step in bringing roll bar protection in street cars and racers to Europe and the world, and in fact we exported to Singapore and Australia and USA.

For 51 years I’ve known John. In the early 70s I lived in his house in Whittlesford, Cambridge. I travelled with him around the UK and Europe, the race-tracks and the airports, marketing Aley bars, and Chimp bikes and racing numbers. I was accompanying him also when he was racing the Mini Coopers on the racetracks. One of the good guys, I raise my glass to you John.

Gavin DavidsonSafety Devices: Thank you for taking the time to talk with me today and I am sad to hear of the passing of John Aley. As I mentioned, Safety Devices and Aley Bars were inextricably linked and so we think of John Aley as the “grandfather” of our business. We will put a short mention on our website.

Finally: John Aley’s words from 1957, Motor Sport‘I have owned about twenty assorted vehicles, some more decrepit than others, and spent a lot more money than I could afford, but if I could relive my time again I would probably do the same all over again.’ Surely the description of a complete sportsman. Editor.

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The programme for this event had some very interesting details under the heading ‘General Information’. Bear in mind that the trial started at 9pm on the Friday evening and yes, it was nearly midsummer but there would still be at least some four to five hours of darkness.

It is distinctly laid down in the regulations that this Club Run is not a race and that any member arriving in advance of regulation times is disqualified from receiving an award. Driving at excessive speed during any part of the journey will involve disqualification.

An entrant must accomplish the journey unaided by attendants or any organised assistance whatever.

Head Lights

• All vehicles must carry front lights

• In electric lamps the bulb must not exceed 24 watts (maximum)

• The front glasses must not exceed 5 inches in diameter

• Electric bulbs must not exceed 12 watts

• Any lamp glasses, electric bulbs in excess of the above sizes must have the glass obscured with at least one thickness of ordinary white tissue paper, so if you had a 7 inch diameter headlight with a 24 watt bulb you would have to degrade the performance of the light with tissue paper, white paint etc.

There was also similar degrading light output rules for those who were using acetylene lighting. In today’s world, you buy a bicycle light which gives you more light.

Awards

• Gold medals to entrants reaching Edinburgh within 23 hours.

• Silver medals to entrants reaching Edinburgh within 24 hours.

• Bronze medals to entrants reaching Edinburgh within 30 hours.

No entrant can take more than one award.

Barrie Kirton

London to Edinburgh Club Run, 06-07 June 1919

Olly Kerslake’s Dreadnought engine – is this what inspired the MCC badge?

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I’ve never forgotten how I felt when I first rode a friend’s moped.

Like many I guess I was one of the last of my peer group to turn 16 yrs of age, by which time a few of my friends had appeared in the village on mopeds. Mine was the era of the super moped, where they came from Japan with the pedals locked into place as footrests, and not diametrically opposite like pushbikes or those mopeds that looked like your granddad’s shopper.

Being in a village meant there were loads of opportunities for being kids, and having drooled over one mate’s bike in particular, we used to go out on ever increasing pillion rides behind young Keith. Keith was my hero. On a late summer’s evening, sitting on the back with a borrowed helmet, it was a perfect scene. The feeling of cold air in the dips and warm again up at the top, the rhythm of an engine with the verges

flashing past. The sensation was intoxicating and I loved it.

Then one evening he let me have a go. The feeling that came from being able to get up the village hill simply by twisting a grip was fantastic! On my push bike, I’d be honking on the pedals by the top, and getting a sweat on. But this? This was something else. Effortless ease and utterly breathtaking to a 15yr old.

We moved out of the village on the day I turned 16. I left from the old house to start my new apprenticeship, and came home that day to the new place. New apprenticeship meant I needed transport - I borrowed some money from my parents and dragged dad along to Glanfield Baldet in Northampton, where I chose a purple Yamaha FS1-E. There were a few to choose from, Honda had the SS 50 that was like Keith’s, and another apprentice at my place had a bronze

Almost the full circleSteve Harris

Steve, at Blue Hills at last. Steve Harris starts his first Long Distance Trial.

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Steve Harris starts his first Long Distance Trial.

FS1-E. In the end, it was just what they had in stock, and we all shook hands on the purple one. Dad had stipulated that they deliver it as there was no such thing as training or CBT’s then. They duly dropped it off at the end of play the next day, and I nearly burst as this thing sat on the drive. It was MINE.

The deal with mum & dad was that I take my time getting used to it, riding it around the new estate for a while. To be fair I did, but only for half an hour. Possibly hard to imagine now, but the feeling of freedom was overwhelming. The world was mine. I could go anywhere and do anything now. In the end, it was the simple fear of getting lost that made me go home.

Those formative years cement themselves into your life. Most of my mates had mopeds, and one by one as we all turned 17yrs, we got bigger bikes. Believe me, a 250 is a big leap, too!

So many miles on them, so many adventures and all with pretty much rubbish bike kit. I saved up for a waxed cotton Belstaff. Everything I leant on or touched got covered with the stuff, and in winter it would stand up on its own! I worked out the other day that I’ve been riding now for 45yrs. And I still enjoy it so much. I just choose my times now.

But it was bikes that introduced me to the magical, mystical world that is classic trialling.

When I was in my early 30s, we were doing the family thing and times became hard with only one wage now feeding four. I still managed to keep a few old trail bikes in sheds for those times when I could change oil and dream. I’d joined my local Trail Riders by now as they seemed a good bunch. Most had top-notch enduro bikes, whereas I was still at bargain basement, but I didn’t mind. They still fell off, just went faster before they did so.

One weekend away ride saw me getting muddy up in Derbyshire. I remember riding DOWN a really steep track into a village called Bamford. We had lunch in the pub in the village & someone laughingly said ‘They get old cars UP that track.’ No internet or YouTube in those days, so every snippet of this odd

hobby was lapped up from the magazines and papers. Motorcycle Sport seemed to carry a few features. People like Bruce Preston and his team of Prestwood Plodders provided the words and pictures that I soaked up with gusto.

My first event was an Exeter. With my wife and young lad (he was 8 months old!) doing the transport thing, I pitched up at Popham I think. I’d got a bike rack on the back of the old Granada, and so she left me there and headed off to the hotel at Torquay and daylight.

The Honda XL185 seemed a nice compromise mount. Light enough, and a known quantity. I’d taped spare cables on, changed oils and it ran like a very tickety swiss watch..I’d got everything, just in case.. Full face helmet, big rucksack, the lot. If I fell over, I’d be like a turtle. But it was so thrilling setting off on my own, just me, the torch and the route. I was determined not to follow anyone, to be self-sufficient and rely on my abilities.

I got as far as Wincanton along the old A303. No dual carriageway then. The Honda had been running strongly, but then it simply stopped. I coasted into the forecourt of a local garage and started the investigation. Bugger. Turned out to be the cam chain. Clearly the abuse the bike had suffered before my ownership had taken its toll on the tensioner. The chain had snapped completely, neatly mashing the valves into the piston and goodness knows what else. No roadside repairing there. Several bikes pulled in to offer assistance, but all left saying bad luck. I chomped on my sandwiches (I’d packed everything.) and awaited the flashing amber recovery truck. Having got recovered to the hotel in Torquay, via the police station for directions, I had to knock the owners up to explain. I bet they still remember now!!

The next two events were on a Honda XL250, which was just as old but at least it was sound. (No awards, mind). But finisher’s certificates were well earned, and the feeling of being a seasoned competitor was etching itself in me. I quite fancied some company though, and no-one else I knew would ride with me, so I tried switching to four wheels.

To be continued in next issue.

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Welding and meeting the needs of the car/bike builderRoger Ashby (Kent not Marlow)

Has there been a pigeon here? Roger Ashby

Of those skills I have mastered over the years welding is probably the most useful, this may just appear so because usually the need for welding is instant and to find someone else to do it is difficult, normally entails waiting and can be expensive. I was very lucky that over 50 years ago during an apprenticeship with a large company I was given intense training which included a gas welding course.

This initially allowed me to weld up/repair all sorts of bits for the various projects I was involved with, though this was always dependent on access to oxy/acetylene gas bottles through whoever was my employer at the moment of need.

It was/is fairly difficult to drag a car chassis into work unnoticed and ‘hide’ it under the bench! As it has been some time since I joined the

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ranks of the retired/partially employed (and even longer since I was in a workshop full time), I expect the need for productivity, adherence to health and safety and general miserableness make it unlikely that today’s employees will be able to take ‘private work’ along and repair it.

Obviously, the biggest problem with gas welding is the supply of the bottles and their refilling; over 30 years ago when I had the mower/plant repair business I started an account with BOC which I have maintained ever since. It is not cheap with an annual rental, a hefty refill charge and even a delivery charge when you collect from the local depot, but you can always discuss the problems and may get a better deal. There are companies out there who offer a bottle service without a rental agreement but the up-front costs are fairly high.

There are some downsides to gas welding. The spread of heat is a problem and intense localised heat in large amounts is required for some applications.

Electric or arc welding (sometimes known as stick welding) has been around for many years and hobby sets running of 13amp, 240v systems are common. I have owned a Healy arc welder for I think 40 years, it is looking a bit sad but works ok and still gets the occasional use when heavy work is required. This welder came into its own when I used to replace the blades of large gang mowers which needed substantial welding in order to endure the rigors of commercial grass cutting.

Some 30 years ago the first of the mini mig welders were coming onto the market and I bought a Cebora, an Italian make that came highly recommended. This was an excellent piece of kit which I used on a regular basis. I first used a small hobby argon gas cannister and regulator but soon replaced them with a substantial bottle and regulator which I still have. There is no hire charge and it is refilled at a reasonable cost. I am fairly sure that I used this welder to box the chassis of the Coates Orthoptera, I regularly check the car and all seems to be well.

Sadly, after many years of hard use the Cebora unit was knocked off a bench and never worked

again properly, and by then they were no longer available or I would have bought a replacement. To quickly replace this I bought an own-make welder, but from day one I did not find it easy to get the settings right – I did however successfully replace the floor in the cab of our rather rotten Dodge 50 series (remember them) horse box.

In early 2020 my need for a mig welder became greater so I started to investigate the market. Machine Mart seem to offer most of the Clarke machines at a competitive price so I went to our local branch to check them out. I was quite open with what I expected and the salesman was refreshingly honest with his advice/response. “Do you want Chinese or Italian?”, answer “Italian”; “will it get a hard life?” answer “definitely”. Response “this is the one for you, everybody seems to get on with it and we have less of these returned under warranty than all the others put together”. A deal was done and I purchased a Clarke No Gas 130EN and to date I am very pleased, I have just checked and they are advertised by Machine Mart. I put the other welder on e-bay with a very honest description and achieved a good price for it. I suspect this approach was more cost effective than having it repaired and then putting the money towards a new machine with warranty.

The Clarke mig is ‘No Gas’, the wire spool is coated with a flux doing away with the need for the protective gas shield when welding. The wire is more expensive than the normal but there is no need for gas or regulator. The instructions are clear and the settings for various sizes of metal seem to work and the steel welding I have undertaken has been successful.

With both gas and my original mig welder I have never been able to achieve any degree of success with aluminium welding, and I have nothing but respect for those who make it look easy. However the Clarke welder has a facility for aluminium welding, the polarity of the welder is reversed (easy to do just change two cables around), an aluminium spool is used and an argon gas (specific for aluminium) and a regulator are required.

The steering box on the Coates is a Ford E93A/Dellow unit and it is common for the retaining lugs to break. In my head I had pondered a

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solution to beef up the whole thing with the addition of a suitably machined and drilled 1inch square bar of aluminium and then weld it to the case. This would save an existing unit and reduce the risk of future problems, so I decided to go ahead and make the attempt. The suitable grade of aluminium bar was purchased and machined/filed to fit, I then purchased via Machine Mart an aluminium wire spool, mini gas bottle specifically for aluminium welding (different Argon content) and mini regulator.

I tried welding on test pieces but was unsuccessful, I could either not get a decent arc or the wire would not feed. I checked the internet forums and it was suggested that the wire grip should be maximised, I did this but the wire just crumpled on the work.

More study of the internet indicated that the Machine Mart/Clarke wire I had was not ideal, a code of 5356 was given as a standard to use. I searched the internet and found Super 6, 5356 available from TGS supplies, a spool was ordered and the machine set up with some test pieces of steering box scrap. It took a small amount of practice but the wire fed well and a successful weld was achieved. The repaired/modified steering box was used in the two

Classic Trials we managed to compete in during late 2020. In conversation with Martyn Halliday it appears that the solution that I had come to was similar to the one used on the early Lotuses that encompassed a Ford steering box, praise indeed!

Obviously if you have never welded before, it would be ideal to receive some instruction – do evening classes still exist for such things? I know that local to us such sorts of evening class were discontinued by the local authority as being too elitist! If you are welding for the first time then maybe a helpful club member could advise you in the early days? I would have no problem in recommending the Clarke machine from my own experience as a hobby welder, however you may find you need something more robust.

Now if you are new to electric welding I would strongly suggest you purchase a welding helmet with reactive lens, this will enable you to see the work right up until the second the arc fires up, much better than just flashing about and possibly marking something unintendedly.

Happy blobbing, with practice it stops looking like bird poo, honest!

Here’s a solution. Roger Ashby

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Before leaving Irbit I replaced the chain on my machine. I had fitted a new Japanese one for the trip but I think I had been supplied with an industrial quality item since it was stretching at an alarming rate. The German Iwis replacement I carried gave no further trouble.

On the 24th May we started heading for Kazan, some 875 miles away. The weather was fine and the bikes were flying over the gently rolling hills which comprise the Ural Mountains in this area and as a result we covered over 300 miles before camping that evening.

Our route now took us North-West towards Perm through lush pasture and woodland which we might have enjoyed more had it not been for the dreadful roads which hammered the bikes and required constant vigilance to negotiate.

Stopping mid-morning at a café we soon became aware of a strange atmosphere about the place. The staff and the mechanics in the garage next door all looked alike and just stared in our direction unnervingly, as if eyeing us up for their freezer! Needless to say we didn’t linger over our tea and beat a hasty retreat from this bunch of

Mick Jeffreys

Irbit to Carrog

Japan to UK part 4

Another encampment on the way home. Mick Jefferys

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inter-bred hillbillies. A little later that day we saw our first road sign for Mockba (Moscow), which was a great boost to our morale.

Kazan is the Tatar capital in Russia and a place where East meets West within the country, as typified by the Mosque and the Orthodox Church being placed together within its Kremlin which stands guard over the confluence of the Volga and Kazanka rivers. Both Lenin and Tolstoy studied at the university and though initially it appeared to be a well preserved city many of the buildings were actually modern structures in a classic style.

The Italian run Hotel Guiseppe was a wise choice and undoubtedly the best accommodation on the whole trip, offering secure parking for the bikes, an excellent inclusive breakfast and thoughtful touches such as presenting us with a bottle of champagne and cakes to celebrate my birthday (the staff, quite unprompted, having seen the date in my passport). During breakfast, again we noticed as we had throughout the trip, that Russians seldom linger over their meals, as it appeared to be more of a necessity than an indulgence to them. We did our best to reverse this tradition by employing a “first in - last out” policy whenever unlimited food was available.

Our usual round of sightseeing on this occasion included a trip on a Volga water-taxi, an all-aluminium hydrofoil which must have been cutting edge design in its day but now looked more like some craft out of a “Dan Dare” story in the “Eagle”.

Two more examples of Russian good nature were displayed on the day of our departure where, taking a wrong turn out of town and stopping to check the map, it was not long before a family pulled up in a car to offer help. Quickly grasping the situation they then led us out onto the correct road, probably going out of their way in the process. A little further on and we were flagged down by one of the many police checkpoints we had experienced across Russia. Fortunately I had put two posters on my panniers, one in English and the other in Russian explaining about the trip and showing a map of the route and these had proved to be great icebreakers throughout the

journey. This time was no exception and once the officers had read them they were all smiles and more interested in the bikes than the paperwork, giving our passports just a cursory glance before waving us on our way.

My brother had bought me a copy of the Lonely Planet Guide to Russia for Christmas and this had been an invaluable source of information to us. It now said that Susda,l about 150 miles east of Moscow, was worth a visit and it did not lie. This picturesque village boasts a huge monastery, a convent and about thirty churches which wealthy merchants had built during the 17th & 18th centuries, all of which had been protected during the Soviet era. Here we stayed in the chalet styled Godzilla hostel run by a homesick Ukrainian and although we at first thought of him as “Russian” it soon became apparent that he was as much a foreigner here as we were.

Since the food was cheap and readily available we seldom bothered cooking for ourselves now, however whilst at Susdal we decided to use up some of our supplies and indulge in some self-catering. On reflection, using three petrol stoves to do this on the balcony of a heavily varnished wooden building may have been a little risky but happily the Godzilla survived our arson attack and was still standing when we left.

Moscow was now an easy day’s ride away and en-route we stopped at a roadside market that had a stall selling motorcycle tyres. Both Dick and Dave’s machines needed replacements and they were soon haggling with the vendor for a job lot of tyres. Dick rapidly became weary of all this bartering and was ready to settle for the asking price but Dave seemed unimpressed with this early capitulation and suggested to him in solid Anglo-Saxon terms that he should “go away” and allow him to proceed with the negotiations alone! Dave then scoured the rest of the market for a better deal but “tyre man” just bided his time knowing he was the only person selling bike tyres and eventually secured the deal at the original asking price. They were still a bargain and unlike the Mongolian items these looked as if they should last for 50,000 miles!

Here we met up with some local riders on modern Japanese sports bikes. We had seen

25


surprisingly few motorcycles throughout the journey but from here on they became a fairly common sight.

Apart from the dense traffic our ride into Moscow was uneventful and we were soon riding along the banks of the Moskva river beneath the walls of THE KREMLIN.

We had selected a place to stay but though almost within sight of our goal a combination of one-way streets and traffic flow soon had us heading West out of town on a busy multi-lane highway, which was probably the only road in Russia with decent tarmac. With no turn-offs in sight, urgent action was required knowing that we were fast overshooting our destination. The two centre lanes, which divided the road, were empty and we imagined they were reserved exclusively for the emergency services, communist

party officials……….. and lost MZ riders! So probably risking ten years hard labour in a Gulag somewhere we barged our way across them and backtracked to the Arbat region of the city.

We were soon fixed up with a room in the “Moscow” hotel located in the basement of a building, which, despite its uninspiring location, was clean, comfortable and reasonably priced. Once settled in we began to explore the area and had not gone far before we came across a bar with a glittering array of Gold Wings, Harleys and other assorted exotica parked outside. We agreed that the presence of some MZs might help to raise the tone of the place and nipped back to collect the bikes. Our hotel shared its basement location with a jewellers shop and Dick, the first to start his machine had unwittingly positioned his exhaust directly in line with the ground floor window and was

St. Basils in Moscow – a sight to be seen. Mick Jefferys

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now filling the place with smoke as he waited for us. The first we knew about this was when the unfortunate lady owner came stumbling into the street choking and spluttering and imploring Dick to move his bike!!! We did consider sending her one of the club’s “I love the smell of two stroke” T-shirts by way of an apology but then thought that she may not have appreciated the gesture!

Our arrival back at the bar raised a few eyebrows as we parked our grimy, battered machines amongst all the shiny “toys” and nonchalantly walked in to order a beer. A small crowd then gathered around the MZs reading the posters. Suddenly our bill “disappeared” and was paid for and then several of the local riders came to congratulate us on our accomplishment. Our drinks were free for the rest of the evening as we answered a barrage of questions and the only downside just as we were leaving was when one local said, “Moscow police have a zero tolerance on drink driving”. It was a very subdued ride we had back to the hotel.

We now spent several days exploring the Kremlin and its grounds in which stood the 200 ton “TSAR” bell that had cracked during casting shedding an 11 ton segment (no pension for that bellmaker I should guess), Red Square, Goom (a sort of Russian Harrods), boat rides on the Moskva river and Gorki Park all followed plus a visit to the fantasy village built for the 1980 Olympics. This involved travelling on the underground system, which was an amazing experience. Each station looks different with ornate murals, statues and chandeliers decorating the platforms.

On the morning of our departure we returned to Red Square to take some photos of the bikes in front of St Basils Cathedral. As we set up for the shoot a policeman approached and with a wry smile said, “you have one minute”, before obligingly turning a blind eye! Upon leaving the city we soon became aware of the absence of the Trans-Siberian railway. This had terminated in Moscow having mirrored our route for much of the journey from Vladivostock and became such a familiar sight that it now felt as if we had lost a good friend.

Three days ride now brought us to the Latvian border passing a two-mile queue of lorries in the process. Once again the Russian officials were very thorough and correct but passing to the Latvian side we experienced our first example of corruption since Mongolia, ironic as we were now in the “civilised” EU. Dick was “fined“ for only possessing an International Driving Licence and my chap wanted payment over a technicality in my insurance but the old “I’ll just camp in your compound until it is sorted” routine seemed to work again and he grudgingly allowed me through.

We now made for the capital Riga and its excellent motor museum before spending a few days on a very good campsite in the coastal town of Ventspils. Latvia is a great country for touring, the roads are empty, prices are reasonable and the Baltic coast in general has pristine beaches, pity about the water temperature.

The run down through Lithuania and into Poland was uneventful arriving at the coastal town of Leba on 12th June. Enquiries at the designated campsite about an MZ Rally drew a blank look from the owners so we settled on a better looking site (Camping Morski) a short distance down the road.

The following day Tony Bishop, Gary McCarthy and my brother Roy, all MZ mounted, joined us from England. It was great to see them again and once introduced to Dick and Dave we all descended on the local pizza restaurant for a lively evening.On Friday a small group of Polish MZ Club riders arrived with their families for a weekend break. As no rally, as such, seemed to be developing and since we were now keen to get home it was decided that we would all depart the following day.

Dick and Dave headed through Poland to take a northerly route across Germany and The Netherlands to The Hook while I followed a more southerly direction through Germany and Belgium to Calais. Tony, Gary and Roy in the meanwhile all headed off to explore darkest Poland – but that’s another story. Arriving home early Sunday afternoon, a phone call to Dick and Dave confirmed that they were safely back also.

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And that was it, our adventure was over – well almost.

The plan had always been to finish this trip at the Carrog Rally so two weeks later I was heading up the A5 to Wales when I spotted Dave and his brother Ray in a lay-by with a policeman – not a good sign. Apparently, en-route from Kings Lynn Dave’s tortured big end had cried enough. Ray then offered to tow him the rest of the way behind his bike but unfortunately their high speed recovery technique had come to the attention of the local constabulary, the officer mystified as to how a 250 MZ was effortlessly keeping pace with a 1200 Kawasaki and although good natured about things he insisted that they go no further. So Dave continued on the back of the Kwacker while his ETZ returned home on the back of a recovery truck, an ignominious ending for such a valiant machine, which deserved its moment of glory.

At Carrog we were reunited with Dick and naturally there was a lot of interest in the two surviving bikes which by then had covered nearly 11,000 miles apiece since leaving England and for this the MZ Club honoured us with special “furthest travelled “ awards.

So that was it. From Japan we had crossed the largest country in the world, plus a fair chunk of Europe and we now had a very different view of Russia from when we started. All our pre-conceived concerns about the place had been groundless and the people we had met there proved to be honest, friendly and generous.

It was certainly a trip we did not regret – or will ever forget.

Mick Jeffreys, Dick Wordie & Dave Thomas.

With thanks to Tony Bishop and Derek Lea for typing up my scribblings.

Major repairs done by Dick at the roadside. Mick Jefferys

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Is trialling contagious?

My trials interest began in 1979 as a keen passenger in my late uncle John Lutman’s VW Beetle. My uncle, who was always a competitive person, was introduced to the sport by his good friend Phil Potter, and decided that his best chances for a Triple award in trialling would be behind the wheel of a Dellow. After a careful search a MK1 was duly purchased (I imagine with the help of his enthusiastic friend Phil).

In 1980 my uncle began trialling the Dellow, starting with the Exeter with John driving and me as a novice navigator. I remember very well driving to the start in freezing fog with my head out of the side of the car, as the windscreen kept freezing in the wintery conditions. Goodness was it cold; but it did not dampen our excitement!

In the Land’s End trial later that year we took part in a beach buggy, a rather unusual mode

Adrian Payne

Adrian Payne’s first outing as a novice navigator for his uncle John (Lutman).

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of vehicle, as the Dellow was undergoing some performance improvements in my uncle’s workshop. Just look at the crowds on Blue Hills. Not sure I was completely within the confines of the passenger compartment though! On the Edinburgh trial we were again back in the invigorated Dellow.

As is the fate of many a navigator, it was now time for me to take up the mantle as a competitor. Fuelled by my uncle’s enthusiasm I had purchased a rather tatty Hillman Imp Californian and, following many hours in the workshop, tinkering and modifying, I was prepared for the 1981 season. My recollection of the results has become a little hazy, probably my body’s way of denying how bad they were. (Many thanks to Nicola Butcher who managed to find a couple of results sheets). In the Land’s End I managed a bronze award, just failing at Beggars Roost and Blue Hills 2. Where were all the spectators that year?

Also the Edinburgh, no award; too many fails to list! My uncle, however, acquitted himself admirably achieving a gold and a class award as shown on those results sheets. I had a lot to live up to. However the main thing I remember was the sheer joy of the anticipation and participation, which I shared with my uncle, dad, brother and cousin, and which became a family affair. Most of all though we felt privileged to be part of the camaraderie, which made up each trials event. I trialled the Imp for another year before engagement, house hunting and family put an end to it.

Now fast forward 32 years. We were on Easter holiday - myself, wife and three sons just a stone’s throw from Darracott, so we went to watch. It was quite eventful as one of the HRGs turned over that year, luckily no one seriously hurt. That re-lit my enthusiasm, I re-joined the club and myself and two sons have followed the Exeter and Land’s End again as spectators for a number of years.

The 1980 Land’s End in a buggy at a crowded Blue Hill’s Mine.

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Tales of the 1959 Land’s End Trial

Letter from JA Masters, 25th February 1959 to Arnold White

Dear Arnold,

Many thanks for your letter of the 22nd February, from which I am interested to hear that you are giving a talk on your experiences on the Land’s End Trial.

Speaking from memory I certainly think that you have competed more consistently than anyone else since 1929, as although Mr Hayward on his

Bayliss-Thomas started about the same time he has not entered for every event. You are certainly the only one who has entered an entire family for the Trial.

Unfortunately I have not got my records here at the moment as they are in store, but I was under the impression that in 1929 the London starting point was Virginia Water, as in 1926 we introduced the three starting points idea. Since that date the starting points, until about three years ago, were Virginia Water, Stratford-on-Avon or Kenilworth, and Penzance or Launceston.

Roger White

The White family in 1954, with Roger on the right, Barrie on the left, and Dad (Arnold) and Mum on the outfit.

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The largest entry received in the Land’s End Trial was 553 in 1928, of which approximately 300 were in the motorcycle class.

The Land’s End Trial has been held annually since 1929 until 1939. Then after the War a short trial was held in 1947. It was cancelled in 1948, and another short event, with Lynton as centre, was held in 1949 and 1950.

JA Masters,General Secretary, the Motor Cycling Club

Roger White telephoned Editor Celia Walton in January 2021

Further to our conversation on Wednesday, I have been searching my photos and found the bits to tell you about, relating to some Land’s End and Exeter Trials. I could write about this subject for a week, because it is about my late father Arnold (he passed away in 1971 at 62 years old, of cancer).

My Dad was a member of a club in the area called Uny Lelant Motor Club, at the same time there was another club called Penzance Motor Club. In 1933 half a dozen or so got together and formed what is now The West Cornwall Motor Club; since 1969 becoming a limited company for all the right reasons. I have included a copy of a letter Dad received from JA Masters, General Secretary of the MCC dated February 1959 (above).

Dad and my brother (17 months older than me) rode together in 1954, on Matchless bikes. Dad thought it would be a nice idea for the four of us to compete together in 1955 and contacted Jock West the MD of AMC Plumstead and asked to borrow a Matchless and sidecar so we could compete as a family. Dad knew Jock quite well, and so he said yes. The outfit was going to Scotland on a demonstration trip to advertise the outfit – a 500cc single with a Watsonian sidecar.

Anyway Mother was up for it so Dad arranged to go to London on Good Friday morning to pick up the bike and chair, and meet us at Virginia Water in the evening. ‘Us’ were my brother and I (I was riding Dad’s 500cc Trials Matchless), Uncle Francis and Arthur Hosking from Marazion, also

incidentally involved in setting up the WCMC in 1933. We left home on the Thursday midday to ride to Lynton to stay the night with Bob Jones, who was also into motorbikes, and who knew Mum and Dad very well.

Next morning, Good Friday, at about 10 in the morning we took off for London, and arrived sometime near Blackbushe Airport, and Barrie and I went out to play as you do. Unfortunately I fell off and broke the kickstart on Dad’s bike, but we found a gentleman called Ray Petty, a famous Norton tuner, who brazed it up free of charge and sent us on our way.

We met up with Mum and Dad, Brian Ellis, Pete Sandry and lots of others and started the Trial around 10pm.

The weather was a bit cold but ok. Dad was the only sidecar to clean Beggars Roost, he was a Marshal and first of the chairs. Barrie and I were the last of the solos so we stayed together all the time. Dad hit the step at Hustyn and broke the front sidecar support, but just bashed on as you do.

The Trial finished at Land’s End at 6.30pm, then home to Madron. Take a bath, have dinner, then sit around for an hour or so, then out with my friends to dance, eventually getting to bed at 1am Sunday morning. A total of 41 hours awake, then next morning up at 7am to do the milk around the village. We had our own bottling plant on the farm, quarts, pints, half-pints – cardboard stoppers with a small hole to indented to push out for a straw.

The 1955 Land’s End came, and there were three of us. The following year I was called up for National Service in the DCLI (Duke of Cornwall’s Light Infantry) so Barrie and Dad entered. When I came home from the Army two years later the trial had gone, so I missed it but Barrie and I scrambled that summer together. Barrie had a 500 AJS, and Dad bought me a 350 AJS with jampots; in 1959 Barrie emigrated to Rhodesia with his new wife Pamela.

Six months before all this happened, a friend called Alan Symons was racing with us and announced he was going to emigrate, we didn’t know where. So we said our goodbyes and off he went. Three weeks after Barrie and Pam arrived

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Roger in the centre, with his two sons in Marlins – Gareth on left, Jonathan on right.

in Rhodesia they were walking down the street in the capital Salisbury, and nearly walked into Alan. Within another couple of weeks Alan had found a 500cc Matchless for Barrie to scramble! He did so well that he won the Rhodesian Championship in 1961, the year I won the Cornish Trial Championship on my 250cc DOT in the winter as well as the Scrambles Championship on the 500cc AJS I had taken over from him when he went abroad. The only one to take both championships in one year, I’m proud to say.

Now the bit that decided me to write to you is this. I have enclosed two photos taken 54 years apart in exactly the same place, at the bottom of Blue Hills, the one of Mum and Dad

in the chair, Barrie at 19 alongside Dad, and me at 17, alongside Mum in 1955. Dad took a 3rd, Barrie 2nd, and I had 1st Class awards. The other picture is of my two sons – Gareth, 52, (left) and Jonathan, 47, in their Marlins (Gareth V8 and Jonathan MGB2, Gareth had a 2nd and Jonathan a 1st class award; I am standing between the two boys.

Some of the older members may remember my Dad, Arnold White, who was very well known in the motorcycling organizing world and in London.

Of the photo of all of us I am the only one left. Barrie passed away in 1985 with an aneurism. In Rhodesia Mum marched on until 2005, at 95.

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Mike and Matthew Wills, Edinburgh Trial 2017 – looks as if it was a wet event! Dave Cook

Justin Llewellyn on a very pretty 350cc AJS, Exeter Trial 2018. Andrew Trenoweth

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Barrie Kirton

5th Edinburgh Trial – 5th-6th & 8th June 1908The programme stated that there were 133 entrants (98 motorcycles, 35 cars) and of these 128 actually started. Some motoring press of the day stated that it was 132 entrants, others stated that it was 134, but all agree there were 128 starters. The majority of the competitors had entered the one way trip to Edinburgh, 23 motorcycles and 6 cars had been entered for the double, Edinburgh and back. A newly introduced

MCC Challenge Cup was to be awarded to the winning motorcycle rider, and the Schulte Cup to the winning car driver.

Prior to the start four marshals had the job of attaching numbered lead seals to each machine. This was to ensure that the same machine was used throughout the trial, and they had to arrive in Edinburgh with all the seals intact.

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The start was on the Friday (June 5th) evening at 10pm at the top of Highgate Hill (North London). The competitors and the crowds of spectators had started to gather at 6pm. The motoring press quoted thousands of spectators had gathered at the start. Also by the time the first competitor departed, the route was lined with spectators as far as Potters Bar, that is about seven plus miles. The route northwards kept more or less to the old A1 trunk road which at that time went straight through most towns. The trial route did avoid one or two town centres as the Saturday was market day.The run north was not very pleasant due to drizzling rain on the Friday night. Also it was very cold and the competitors were riding/driving directly into a strong north easterly headwind for the whole journey north, so it was a long 400 miles to Edinburgh. 70 motorcycles, 3 tricars and 23 cars arrived safely and on time in Edinburgh, so 96 of the 128 starters qualified for a gold medal.

The machines that were taking part in the double run were locked away once they arrived in Edinburgh. They were not handed back to their owners until 11.30pm on the Sunday night. The first competitor departed at 00.30am on the Monday morning. The return route was more or less the reverse of the north bound route, and the journey back was in good weather.

A number of competitors who had elected to do the double journey had second thoughts, so only 12 motorcycles and possibly 4 cars departed from Edinburgh for the return journey. 10 motorcycles and 3 cars arrived at the finish in Barnet to collect their Special Gold (SG) medal. Motor cyclist SG Frost (4.5hp Minerva) won the MCC Challenge Cup, and car driver J Platts-Betts (8hp Rover) won the Schulte Cup.

Special mention should be made of the two ladies who took part, one won a Gold medal, the other a Special Gold for completing the double run. The Club records show that these two ladies in fact did a number of Edinburgh Trials and won a number of gold medals:

Miss Agnus Wood: 1906 – 1908.Clement-Talbot in 1906, 8hp Rover in 1907 and 1908. Gold medal in 1906, SG in 1908.

Miss Muriel Hind: 1906 – 19101906, Singer Tricar; 1907, 25hp Deasy; 1908, Rex motorcycle 5hp; 1909 and 1910, 25hp Deasy. Gold medals in all except 1909 when SG was won.

Strangely in the same period neither of these two ladies entered the Land’s End or Exeter Trials, however Miss Hind did take part in the 1906 and 1908 ACU Six Day Trials, winning a Bronze medal on both events. She also took part in 1912 Edinburgh and District Scottish Six Days Trial and won a Silver medal. In fact in 1908 Miss Hind took part in the 5th Edinburgh Trial in early June then within five weeks took part in the ACU Six Day Trial riding the same Rex motorcycle in both events, Registration number DU18984.

The 6th Edinburgh Run 28-29 and 31st May 1909

An advertisement in the 1909 programme read:‘The Bosch Magneto Company will be represented at Highgate before the commencement of the Run, to give advice and render assistance to competitors whose machines are magneto driven.’ In other words, a works service vehicle was available at the start of an MCC event!

1909 essentials for magneto driven machines.

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Brian OsbornA Bedtime Story

Once upon a time in the early 1990s when my MGB and I started trialling we did the three MCC events and a few of the ACTC daytime ones. On the MCC trials my usual bouncer in those days was the now late John Arrowsmith, but for the others I used to persuade others to join me in the hope that it would publicise our sport. I don’t think any subsequently took it up, but at least they were aware of what we were about.

Anyway, over the years we did quite a few of the local ones like the Clee and the Allen, but very few further afield as I soon found out that being a regular ACTC entrant would exceed my abilities to maintain the car and finance it. So for the past twenty years or so it has been mainly MCC and since 2005, class 0.

I digress. In 92/93 we did a couple of trials down in oggyland – the Exmoor Clouds in October ‘92 and the Taw & Torridge in September ‘93. For these I persuaded my brother in law Les Parnell to travel up from Torquay to bounce for me, we would meet up and stay overnight somewhere in the Barnstable area.

On one of these, I can’t remember which, we met up and were having an evening meal during which Les (who was then an insurance broker) said that he had a friend and customer that had moved up from Torbay to run a nearby pub. ‘Do you fancy popping over for a pint to visit him?’ Well he didn’t have to ask twice.

We are there later in the bar supping our pints and chatting to the landlord and a few locals when we get asked what we were there for, so we tell about tomorrows trial during which I said that I also did the Land’s End Trial that went somewhere close by. To which one of the locals says in a broad Devonian accent, “Oh Arre! I lives on the route o that”. My immediate

thoughts were ‘Oh dear, I’m in for an ear bashing now!’

He goes on, “Arre yes, I’s goes to bed and I hear the bikes start coming past, I lies there counting ‘em and thinking – that sounds like a Beeza, that’s an Ariel, could be a Greeves, maybe a Japanese, that’s a Enfield, etc, etc, until by the time the cars start coming past I’ve dozed off. Great fun!”

Well, to say I was surprised is an understatement, think I bought him a pint in return.

So the morals of this story are – don’t jump to conclusions and not everyone out there is an anti.

So night night, sleep tight me ‘ansome.

If you are still awake, Les’s memory is better than mine, he says that the pub was The Chichester Arms in Bishop’s Tawton, run at that time by the (now) late Hugh Johnson.

Brian Osborn and Pete Eden on Blue Hills 2 in 2019. Andrew Trenoweth

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Roger Ashby/Ralph Brown using the old skills with a newer than usual sidecar outfit in the 2020 Exeter Trial. Graham Proctor

Dave Sullivan and Pete Eden in the 2019 Exeter Trial. Andrew Trenoweth

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Transition? Roger Bibbings

Zero Motorcycles. Zero

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Cousin Anthony sent me video to watch about the difficulties of a young woman recharging her electric Renault on a long journey (https://youtu.be/Y_tk7LZsnZI). She manages in the end but this Youtube tale does illustrate the challenges many Emotorists seem to be experiencing as they try to move to electric vehicles. Many folk are still saying that it is not necessary (global warming not really happening) and probably will not happen (too difficult). My own view is that whatever view you might take about the science or the economics involved, it looks like the ‘decarbonisation’ of transport is definitely going to go ahead (COP26 and all that) – but the devil will be in the detail, particularly during transition. Whatever difficulties there are, the Government and industry will just tell everyone, as the Americans say, ‘to get their big boy pants on and get with the program!’ Of course it won’t affect us oldies. We’ll be gone by then.

But what interests me is how people will cope with the switch over. At the moment, looking at both the range of e-vehicles between charges and the charging infrastructure, e-cars and e-motorcycles are essentially still short/medium range, mainly urban cycle devices. I can foresee, as is happening already, people will keep an e-vehicle for 90 per cent of their journeys and have an old internal combustion engined vehicle on the drive just for a longer trip. Or they might hire one for the occasions they need to go somewhere out of the ordinary, just as people hire vans, for example, to move stuff. Few people (other than my friend Geoff) own a van as their main means of transport just because on the odd occasion they might want to carry some furniture around. But this then raises the question as to how long fuel will be easily available for internal combustion engined vehicles. Already most of the little garages that also sold petrol have closed and out here in Herefordshire you have to travel to the nearest town. Petrol stations will become less common and petroleum derived fuel more expensive.

Another question is, when will Government ‘sunset’ existing internal combustion engined vehicles after 2032? Already the MoT regime has a high impact on the scrappage rate (which manufacturers like of course). And when will they

‘sunset’ the 40 year rolling ‘historic’ status for older vehicles? Apparently there has been a surge in ‘historic’ applications to Swansea recently. Obviously this exemption from VED and MoT testing will come to an end at some point (I have written to FBHVC about this). Perhaps in future you’ll have to prove that your vehicle is rare, not a Mini but rare British sports car, for example.

The other thing which people are not taking into account is the extent to which travel behaviour will change. The need to rush about has been constrained by the current COVID measures and the motor car, which at one time was seen as a source of ownership pride, social status even and personal liberation is no longer seen in this way – other than by a minority. Most travel has become a chore to be avoided rather than a joy to be reveled in.

We are reminded often that in the end the internal combustion engine will turn out to have been only a 200 year long phenomenon. All that understood – but inspired by the earlier example of people like the great Tom Rolt (https://en.wikipedia.org/wiki/L._T._C._Rolt) – I and many others are working as hard as we can to ensure that legal space is left for us to go on riding/driving our particular forms of ‘mobile heritage’ on Britain’s roads for as long as possible. Any adverse environmental impact of our machines is really tiny but the benefits of our hobby are immense. It is worth remembering that although they are no longer used as today’s main means of moving people and goods, we still have lots of sailing ships and steam trains – not to mention horses, all of which give immense pleasure to people. ‘Heritage’ is big business and will continue to be so.

And yet, as the saying goes, ‘because things are the way they are they will not stay the way they are.’

We can all love and admire what was good in the past but as sure as eggs are eggs, none of can go on living in it. And we won’t win many friends if we try to force other people to either. But change and transition have to be managed sensibly and by consensus. Let’s hope our politicians never lose sight of that key principle.

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The trials and tribulations of a Class 8 VW

For those who don’t know me, I’m Sam, I’ve been an avid air-cooled VW fan for over a decade and have learnt a great deal in that time. Between my father (Kevin) and I, we have had a fair few VWs of both trials and non-trials persuasion. At a quick count, I think we have owned 11 classic VWs, so you could say we are a bit obsessed.

Our latest trials cars are a VW-Based Sandrail (similar to a Fugitive) and a Beach Buggy. After

pestering Dad for about 12 months about purchasing the Sandrail, since he’d now got the buggy, he finally caved in and agreed to let me have it. We had used this car for a few years on trials with mixed results, it is an incredibly robust motor and has taken all the abuse that we have thrown at it; however, from the start of ownership we had no end of issues with steering lock, ground clearance and understeer in corners. So in acquiring the car, I set about figuring out ways to fix these issues, with a little help.

Sam Lindsay

Kevin Lindsay driving and Sam working hard before he bought the Rail from his Dad. Duncan Stephens

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Steering lock: I’ll start with the steering lock issue. Being a ‘Rail’, this has a 5.5 inch longer wheelbase than a Beetle; which doesn’t sound like much but it makes a significant difference, as I’m sure anyone else driving one of these will agree. So when Dad and I first started building the car, around 2017, we decided to ditch the VW steering box in favour of a Rack & Pinion setup, found on eBay and soon installed. Being a king and link beam car, we also did the accompanying relief work to the standard steering stops to allow the wheels to turn more. It was a fairly flimsy affair but did the job reasonably well, until a misbegotten affair on the Corkscrew with me behind the wheel in which I managed to bend a joint. Unfortunately, we didn’t realise this was the issue until the joint failed completely and broke when Dad was driving the car to a PCT two weeks later.

Back to the drawing board. I did some research on what our friends across the pond were using, as the entire off-road VW scene is huge over there. I found a very robust-looking setup and ordered all of the parts that the (very helpful) staff at “Pacific Customs” recommended. We ended up with a Saco 1.5:1 ratio rack, running ¾ inch rose joints at both the rack and the spindle end, connected up with some of the world’s biggest steering tubing. It’s beefy, to say the least! We also did some associated reinforcing work on the spindles, mounted the rack to the beam, aligned it, and off we went. However, it wasn’t quite that simple, we struggled with steering from then on and figured that it was just the length of the car.

Fast forward to June this year when I acquired it and I threw myself headfirst into research about this steering-lock problem. I was looking through some photos of the car and I came across this one just before the restart on Blue Hills 2: I noticed that the wheels looked a bit funny and on closer inspection, it seemed that the outside wheel was turning more than the inside wheel. Odd. This led to even more research and I discovered that the car had anti Ackerman, which gives reverse steering geometry characteristics - thus meaning that the wheels are fighting one another. (Normal Ackerman is where the inside

wheel turns more than the outside wheel, this had the opposite). Alas, a result at last. Over the next two months I scratched my head about what to do. Space the rack backwards? Shorten the steering arm on the spindles? Switch back to a VW steering box with a “Quick Steer Kit”? I posted about my issues on the Classic Trials page on Facebook and a couple of days later had a very helpful email from Simon Woodall suggesting that I stick with the rack setup and try to make it work more correctly. I had a bit of a further look and, between Dad and I, we decided that spacing the rack backwards was the order of play.

I drove the Rail to Dad to do the work, and we found some box section that we welded together and bolted to the rack mount. We then bolted the rack to this and it was all looking good. Homemade, but good. Then I realised the arms would be too long so set about shortening these as well. We bolted it all back together, set the tracking again and took it for a spin. It was like a different car, turn in was better, overall lock much improved and the wheels no longer skipped over the ground as they tried to fight one another. Result!

It was some months until I actually got to test the improvements at a local Falcon PCT, but it was a night-and-day difference. The car actually steers now! I’m very excited to see how it does on a Classic Trial with some proper steering, and am very much looking forward to the Clee in January.

The Rail next to Dad’s new toy. Sam Lindsay

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Ground clearance: Right, this is where I really become a bit of an anorak. I have done a lot of research into raising the rear end of a VW with IRS (independent rear suspension), so if anyone else wants good information on CVs, axles, stub axles etc then I suggest you check out “Blind Chicken Racing”.

Dad and I had previously raised the Rail to the limit of the current Constant Velocity joints, and subsequently had to drop it back down a smidge due to the dreaded CV click. The limit of Type 1 (Beetle) CV joints is very small at 12 degrees, so a lot of people have upgraded to Type 2 (VW Transporter) CVs which run right up to 17 degrees: a vast improvement. However, I opted to go one step further, as the only difference between the switch to Type 2 CVs and Type 4 CVs (Porsche 924/944 and VW Type 181, or the Trekker as it’s commonly known) is the actual CV itself, and the big perk of Type 4 CVs is they run to 22 degrees - nigh on double what a Type 1 CV will do!

I bought all of the parts to do this conversion (stub axles, axles, CV joints and output flanges) and in looking through all the parts I discovered that the trailing arms were actually bigger than standard: a home-built 3x3 arm (3 inches wider and 3 inches longer, to gain more suspension travel) which also required a different axle. Fiddlesticks and balderdash.

I finally set about stripping it all down to do this job, first checking that the axles in the car would fit the bigger CV joints, which they did. Excellent, win number one for me. I then took the stub axle out of the arm to fit the new, larger unit; I installed it, and it was stuck against a part of the arm, and it wouldn’t turn. It would seem that the home-built arms weren’t built with enough clearance for larger stubs. Win one for the Rail.

I left it for a day or so to figure out the best solution, and out came the favourite tool - A big old hammer. I attacked the arm where it was fouling the stub and after a while of beating it back, I installed the axle (for what felt like the hundredth time) and it cleared. Wonderful, win number two for me.

Next on the list was the output flange for the gearbox. I hadn’t been looking forward to this at all, it turns out that this was justified. I got the grease cap and circlip off easily enough, but then the flange itself wouldn’t come off of the box. Win two for the Rail. It seems that someone has damaged the splines in getting it in or doing something at some point in the poor car’s life. I’m hopeful that it will come off with a bearing puller, but that is the next hurdle to overcome (update: it worked!).

Once that is sorted it should be an easy case of fitting the CVs onto my old axle, ensuring they

And on Blue Hills 2 at last. Andrew Trenoweth

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Work being done to make it handle. Sam Lindsay

are clocked for extra clearance, and then install the axle again. Easy peasy. Then, of course, I have to repeat all of this on the other side: let’s hope it won’t fight me quite so much. At least I will know what I’m doing this time!

I am also going to remake the engine cage so that it sits level under the engine, as currently the passenger’s side sits about 2 inches lower than the driver’s side. That is something I’ll attack in the New Year when I have more time on my hands.

Understeer: A common issue with Beetles is understeer. It’s quite simple: no engine weight in the front, less pressure on the wheels, less ability to turn. With a Rail: it’s longer, sit further back and have even less bodywork on the front axle. Bad. So, once the steering geometry was corrected I thought it might be a good idea to add some more weight to the front end, the battery was already at the front but this wasn’t enough. I added a second battery and installed a leisure system for running all of the auxiliary components (compressor, heated clothing, power sockets etc.) but still it wasn’t quite enough for me. Dad had acquired some 56lb weights at some point so I opted to

securely mount one of these as well. Front end understeer now still isn’t quite a thing of the past, but I have to try really hard to make it do so.

In addition to this, I had some more brilliant advice from Simon Woodall, as well as advising me to stick with the rack instead of going back to the steering box, he also enquired about the tyre pressure I was running in the front: at the time this was around 25psi. He was rather shocked, and suggested that I should be running a lot lower, so I put these down to 10psi and there has been a further drastic improvement to the steering in all conditions.

All part and parcel of the trials and tribulations of building a silly trials car, but I can see the light at the end of the tunnel now. It may not look any different next time you see it, but it will be sporting some very specifically-chosen upgrades, including a new engine which is currently being built for torque and reliability (fingers crossed).

I look forward to getting back out on the hills and seeing all the familiar faces once more!

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Richard Andrews’ Special

In your Editorial you asked about any members’ specials, so I have enclosed some photos and details of one that I built and used while I was rebuilding my Dellow back in the ‘80s.

How did it come about? Well it all started when I bought the yellow trials car off MCC member and good friend Phil Winnell (of Troll fame) mainly for the front axle as a spare, although there were other bits and bobs which would come in useful – Phil would never tell me if it had had any trials history. It all looked home-made from a 1172cc Ford Pop running gear. I set about stripping it apart in the depth of winter (outside) in 1984. Its building began using the Dellow engine, gearbox, rear axle, radiator and any other items I saw would fit into a devised chassis.

My garage was full up so I laid a makeshift level building platform in my open lean-to to start a full ground-up build modifying and making parts as needed including seating, petrol tank, wheels, new hydraulic brakes, mudguards, and many

other details to make it a runner. It was just for fun and enjoyment to keep competing in Ross and Stroud MC trials and autotests simply to keep me involved. As it was not taxed I transported it around to events upon a flatbed Transit.

I had few mechanical problems, which all helped in winning quite a few awards. My best performance was pushing a GT Golf into second place which gave me a first on Ross MC Autotest Championship. But best of all was the pure enjoyment, laughs and smiles it gave to all that saw it.

It was not intended to be a world beater but what a looker in that colour pink, great or what. It had to be, as it had been inscribed originally ‘knickers’ so hence my choice of finish. Did you know that in India pink is known for joy and happiness? Very apt I thought when playing in pink knickers.

Sadly she is no more but rests on her laurels at the top of the hill in the sky.

Richard Andrews

One way to attract attention. Richard Andrews

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Bridget, Gary and team offer a warm welcome to you.

A traditional pub with log fires serving homemade food and real ales. You can choose to dine in either the relaxed bar or more

formal dining room.

We have a caravan & campsite with hard standings and modern shower/toilet block which benefits from underfloor heating. The

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We hope that you enjoy your visit or stay with us. If you would like to discuss future bookings either for a table or caravan/

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Home of the MCC Edinburgh Trial in Derbyshire.

Duke of YorkPomeroy, South of Buxton on the A515

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tel:0129883345

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Brad Mason, Exeter Trial 2019 with all the power of a 50cc Kurz on Woosten Steep. No award but only because of footing twice!. Andrew Trenoweth

Luke Emery trying out Class F with an Africa Twin on Simms in 2020. Peter Browne

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Nigel Eveleigh and Andy Simmons in a modern sports car – the Suzuki X90, Exeter Trial 2019. Dave Cook

Chris Adeney and David Siviter during an Edinburgh Trial, though not certain where. Dave Cook

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My years trialling a Morgan Series One

My first MCC trial was the Edinburgh Trial in 1979 as a passenger to David Parker in his Marlin; we had a great time. The views, roads, tracks and sections were a fantastic introduction to classic trialling.

For too many years my 1949 Standard Special engine Series 1 Morgan had languished in its garage awaiting the time, effort and cash to get it up and running. I realised that it was not really suitable for speed events and the longevity of

the engine maybe questionable. Our experience in the Marlin developed the thought that Class 2 with the Series 1 could be a good combination as Morgans traditionally had a reputation of use in trialling.

I was still concerned about the longevity of the engine, having had a lot of problems in the early days. Then at a Bentley Drivers Club meeting at Silverstone we found ourselves sitting by Peter Morgan. I knew that he had used a Series 1

Martin Wyatt

A hearty attempt on Great Hucklow, Edinburgh Trial 2003. Charlie Wooding

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Lining up for the section, Land’s End Trial 2000. Charlie Wooding

Morgan in MCC trials in the 50’s. We discussed the merits of competing in the classic trials, like the Land’s End. The most memorable advice from Peter was that: “...the good thing about trials is that when you finish the event, all those nasty little squeaks and rattles seem to have disappeared!!”

Having got HYG on the road again, a trip to a rolling road to set it up resulted in a dizzy 40bhp at the back wheels – but a good amount of torque for what was just a 1267cc engine.

As the car would be in Class 2, eligibility was no issue as it has all of its original engine gear box and axle. Thoughts centred more about protecting it. Raising the car and giving it underbody protection was not too difficult. Spacers lifted the front suspension without affecting geometry due to the Morgan sliding pillar front frame. The Series 1 has cable brakes, so one of the most important items was protection of the bottom end of the rod and cable brake crank that shows just below

the chassis as it actuates the front brakes. Many people seem to be unsure about cable brakes, but I have never found a real problem since I changed the linings to Ferodo FR1. This is a woven appearance and in the dry seems to work as well as any hydraulic system, at least at speeds up to about 50mph. The brake pedal is a pivoted crank with the bottom pulling a rod to the front compensator and out to the front hubs by Bowden cable. The rear brake operates from above the pivot line pulling on another Bowden cable to the compensator of the rear axle. This was a system used by Morgans for the hand brake right up to the 2000s. A testament to a good straight forward reliable design! If one end or the other failed, you still should have one bit working. The front crank stuck out just under an inch below the bottom of the chassis, so was potentially vulnerable and if hit, apart from being wiped off, would slow down forward motion, which was not the aim of the game at all! A substantial wood and steel surround was made, which survived the 10 years’ worth of competition. The only problem with the brakes

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appeared after a dousing with water after going through a ford, like that before the start at Tillerton or the muddy channel after clearing Slippery Sam. You would like to think that the linings would dry out, but sadly the mud content seemed to act like a grease. Due care was subsequently needed!

To begin with I had old Avon Tourist tyres on the 16inch rims at the front, and Semperit cross-ply of dubious origin on the backs. Now Fingle was always do-able, but for some reason near the top of the first visit there I ended up with a flat on one of the front tyres. Now the Morgan is handy having twin spare wheels, but about two stages later my other reserve wheel was needed for a second flat. Thankfully that was the last on that event, but I realised better tyres were needed.

After an MAC Clee Hills Trial, which was very muddy and did not suit HYG, I had a phone call from a VSCC member who successfully trialled Austin Seven’s. He suggested Michelin SS Super Confort tyres, as made for the Citroen Traction Avant. He indicated that they were a bit expensive but had good ‘Sipes’. As this was early days just before Google it took me a bit of time to find out that ‘Sipes’ are the wide slits formed on the surface of the tyre to aid traction on mud and snow. Legal and ideal! I could see what he meant about the price, as even in the ‘90s there were not many tyres costing nearly £200 each plus fitting, but they were worthwhile. As tyre pressures were free in the ‘90s, 4psi worked really well on the greasy and rocky surfaces. I never punctured them either.

Having signed on at the event’s starting point, the first hurdle was scrutineering. It’s difficult to comprehend why one of those light bulbs that had been working perfectly beforehand would stop working just at that moment! You realised that spares of everything was needed just in case.

The touring assembly, with an average speed of 30mph, suited HYG. It was always a good time to catch up with the gossip from your passenger whilst pootling along for the following couple of hours. Endeavouring to maintain time and prevent an early arrival was never a great problem. Although you are not allowed to run in a bunch of more than three cars, inevitably

it would happen at times as you just got into a follow your leader mode. On one occasion I remember we missed an exit on a particularly large round about at midnight and as we went around again there was this trail of cars behind us all having missed the right exit!!

The Series 1 has a hood and side screens. It does look very pretty with them erected but I soon found that although I am not that tall or large it was then quite impossible to get in when you we wearing waterproof coats etc. The hood and sides screens were left at home for the next event!

I enjoyed starting at Popham. Invariably you took the old A303 that went past Stonehenge in the early hours. One Exeter Trial, on route to the excellent Haynes Museum we had a clear sky with a full moon, a totally clear but freezing night. The windscreen froze on both sides, as did my ungloved hand trying to keep some part of the windscreen clear. As we crested a hill, there was Stonehenge standing out crystal clear below us with shadows from the moon shine. A truly magical view.

The sections varied in roughness tremendously. The Series 1 was usually good for the rough and rocky surfaces, but less so on slippery grassy ones. I always enjoyed the challenge of restarts. The split-second decision of front wheel in or back wheels in the box was always a challenge. You always had to work hard, even if you manged to clear a section. I would say that they were less rough and more ‘doable’ in the ‘90s than in the 2000s. You will see the difference in surface shown in the pictures at Crackington, taken in the early ‘50s of Terry Hall and Horace Roberts, and then my Series 1 about 40 years later. I still wonder how the postie gets down Crackington in one piece!

On one Edinburgh Trial I had a German motorcycle friend navigating for me. At one point, amused, he asked ‘what is a metalled road’ as we drove down this worn out, potholed road in Derbyshire. Does anyone know why they were called metalled roads? This was followed an hour or so later with a ‘deteriorating metalled road’, full of major potholes as you may imagine! Those who know the Edinburgh

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also know about the route out of a few sections end with lots of gates. I have to say that he was pretty athletic opening and closing all of those! His father (a Triumph Gloria owner) had seen some of the classic trials photos and commented that the English must be mad to do such a competition, or, perhaps we just have a lot of spare car parts!!

Talking of spare parts, all of the competitors are in the same boat and a lot of support is always given to a stranded competitor. Whether it is spare parts or vital fluids there is always help on hand. Then there are the decisions, when you think that perhaps you made a wrong turning somewhere back as the following bit of route does not seem to be working as you expect, so you turn around only to find other cars coming towards you so were you right or wrong in the first place!!

The MCC trials thankfully feature food quite a lot! Coffee and cake stops at village halls, contributing to the local communities we pass through and of course, several English breakfasts! With mandatory one hour stops after several hours of driving they are most welcome. Whilst delays can be a nuisance, particularly if it is raining some offer a little rest. On a still dark night or just as dawn is coming these are particularly memorable. The forest track leading to Clinton, which at night seems to be in the middle of nowhere, comes alive just as dawn is approaching with the birds waking

up and suddenly the silence is interspersed with the sound of a car somewhere ahead revving its heart out as it has just got stuck! Then you start to expect that you may have the same problem. When you get to the start line, irrespective of the weather, there always seems to be a cheery start marshal. A quick check again to see if there is a restart and then off we go round a dogleg hairpin followed by a straight up hill that gets steeper until you cross a forest track and then up again steeper still through a restart box, if you are lucky enough to get there, and on to the finish. A good few minutes of flat out first gear and usually in the dark with all the challenges that brings. There is always a choice of line even on the narrowest track, but you get bounced about and have to react to what this gives you. Split second decisions all the way. When you see the Section Ends board the smiles come back and the satisfaction of having achieved a clear following in the footsteps of people who probably did the same section over 100 years ago.

During the years, we cleared at one time or another most of the significant sections like Blue Hills 1 & 2, Tillerton, Crackington and Litton Slack, but never Simms on the Exeter. We had enthusiastic goes at it though! The crowds who lined the edges encourage you, but the big slabs of slippery boulders and lack of ballast and power always defeated us.

Getting an award was not easy. With a year between events and varying weather, conditions always seemed to change things. HYG has nine Bronze and one Silver, but the crowning glory was a Gold on the 2000 Edinburgh Trial. This was particularly pleasing as we won Class 2 beating the supercharged MGs by just 0.5 of a second on the timed sections. Not that we were ‘really’ competing with them you understand!

And how did HYG fare in that time? I am pleased to say that she never let us down, finishing every event she started. The cable brakes were always good, except after a drenching in a muddy fords. The thermo-syphon cooling system with no water pump always coped. As for the body, there are a few ‘squeaks and rattles’ to sort out though!

Bamford Clough, 2003. Charlie Wooding

The Reliant Rialtopless giving entertainment to all, especially driver George Osborn and passenger Sambo Smith – also 2019 Testing Trial. Peter Browne

Keith Boorer, 250cc Honda on the 2019 Testing Trial. Peter Browne

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TRIPLE

The Testing Trial will be back!

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Arbuthnot Trial – the first time the event ranFollowing my account of the resurrection of the Arbuthnot Trial in Triple No 139, Winter 2020, I thought it might be of interest to members to hear of some of the trials and tribulations and sheer hard work involved in the actual rebirth of the 1928 Arbuthnot in 1982. First I had to decide what format to adopt, and being a long-time fan of long distance endurance events I thought I would try to emulate one day of the famous ISDT(International Six Days Trial) – but including observed sections. The original trial featured two laps of a 48 mile course, one lap in each direction.

After my initial explorations of the territory between Salisbury and Shaftesbury it looked like being one lap of a circular course of approximately 70 miles, encompassing two ancient tracks. The Oxdrove and the Shaftesbury Coach Road would furnish an admirable route in a stunning setting. In olden days farmers used the Oxdrove to drive sheep and geese to the busy market at Shaftesbury. The Coach Road formed part of the long distance coach road connecting London and the West Country. This was an important means of getting news brought in from ships at Falmouth to London quickly. I planned to restrict the machines to machines with rigid rear ends only, and further subdivide them into competition and road machines which I classified as the Colonial class. Then I had to bear in mind that there would be riders of widely varying off road skills. I had to keep all these factors in mind when looking for sections.

I now started to accumulate all the equipment required to run a long-distance trial. In this I made a good start by obtaining sponsorship from Castrol. They supplied superb clipboards, route marking, begins and ends cards, observers’ cards, marking tape and large banners! At the shop, whenever Honda delivered step-throughs each crate yielded four stout batons 1inch square by 3feet long. I started collecting them and

ended up with dozens of these very useful poles. I utilised them to support begins and ends cards and inform riders the name of the section and so they then knew exactly where they were.

As the day of the trial drew near I went out clearing nettles and overgrown brush along the narrow tracks and low branches obstructing passage through the woods, all these obstacles were very prolific in this area at this time of the year. On the day before the trial, despite providing a very detailed route-card I had two friends route mark the complete course. I set out with my little Renault van loaded up to the gunwales with equipment and set off to mark out all the sections and also route marking some of the obscure parts of the course.

After I’d marked out the first section and saw the time was 11 o’clock I realised I was in for a long hard day, so I pressed on with renewed energy.

The most significant section to be attempted was Emmet Butts at Zig Zag Hill, a very steep hill with a ridge across it halfway up which would aviate the front wheel. The technique, like Simms in the Exeter, was to build up speed before the hump then close off, freewheeling over the ridge, then open up again. I decided to graduate the hill from 1 to 10, and riders would lose less marks the further they got up.

This was intended to be a difficult hill to try to prevent too many ties in the results, and it proved successful in this aim. Unfortunately

it proved very tiring toiling up this steep hill sticking in the numbers and carrying up all the paraphernalia and tools. I still had quite a few sections to mark out so pressed on to a nice tricky section at Whitesheet Hill, which heralded the start of the glorious ride along the Shaftesbury Coach Road towards the finish back at the Salisbury Racecourse.

Ian Rennie

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By now it was nearly 9 o’clock but I did take the time to call in at The Green Dragon at Barford St Martin to say hello to the Yorkshire boys who were staying there. Despite pleas to have a pint I had to reluctantly press on, as I had to get home and load up the van with all the signing on and start equipment for the next day. The following year I actually moved the start to The Green Dragon at Barford St Martin. The name of this Inn was changed to The Barford Arms in the early nineties.

On the day of the trial I was up bright and early and set off to the start to set up the scrutineering area and signing-on team. My wife Gina and daughter Alison made themselves at home in the luxurious Bibury Suite, and took control of the signing-on and issuing of route cards and control cards. The atmosphere at the start was fantastic, loads of prewar machines and classics that would not have looked out of place in an early post war trial and riders to match, many of whom I rode with regularly throughout the year. Veteran journalist Ralph Venables and his wife Pam got the ball rolling by sending the first rider off spot on time. Once I was sure everything at the start was going tickety-boo, I set off as a rider number one and course opener to ensure that all the sections and route marking were in place. I dallied awhile at the river crossing at Stratford Tony to watch a few riders go through. This was a very photogenic scene where I had arranged to have a photographer picture every rider. I continued on apace to the lunch stop and encountered no problems. The lunch stop was at an off the beaten track pub where a rather unusual scenario met my gaze.

The landlord had pre-prepared dozens of ploughed lunches and they were everywhere. Behind the bar, over the piano, on tables and window ledges, any convenient furniture. They were superb, and washed down with a selection of national and local beers contrived a very convivial break in proceedings. I set off early from this cheery scene and encountered the only serious problem encountered in the whole trial.

The first hazard after lunch was the special test. This consisted of a mile and a half long timed dash up a steep twisty rough track. I had engaged the army to time this with their radios, but unfortunately they could not establish radio contact between the top and the bottom of the hill due

The Arbuthnot Trophy. Gina Rennie

to the hilly terrain! As the riders would soon start arriving there was no time to rearrange the radio positions. I devised a time compensation scheme, but in the end I scrapped the time element in the afternoon but the time allowance was so generous it didn’t really play any part in the results anyway.

The riders didn’t mind, they really loved the race up the hill, there is a bit of a scrambler/ISDT rider in all trialsmen. There followed the fairly difficult section at Whitesheet Hill to help find a winner. Then the riders enjoyed a glorious crosscountry ride back along the historic Shaftesbury Coach Road to the finish at Salisbury Racecourse.

As the riders were starting to arrive back at the finish the results team was trying to predict the winner as we had an Admiral standing by ready to present him with the magnificent Arbuthnot Trophy. Luckily all the potential winners were among the early finishers and we were able to pick the winner with some certainty. The Bibury Suite furnished a comfortable setting for a cheerful get together from which no one was in a hurry to get away. After thanking all the riders,

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helpers and guests and the presentation of the trophy everyone declared it a successful and thoroughly enjoyable event and vowed to ride again next year and bring a friend.

Later. Club member Stuart Cooch designed a superb Christmas card for me incorporating drawings inspired by pictures from the Motorcycling magazine of period competition riders in snowy terrain, I sent one to all the competitors, officials and land owners. I also enclosed a newsletter to the riders in which I listed improvements I hoped to incorporate in the 1983 Arbuthnot. I proposed to change the start and finish to The Green Dragon Inn at Barford St Martin and drop the RAC Authorization. I thought this would help keep the cost down and make it a much more lighthearted event.

Earlier. When I were a little lad way back in 1946 my father owned a 1932 Riley Monaco and we went on holiday in it to Cornwall. On the way back at Barford St Martin to where I later moved the start of the Arbuthnot, there is a very sharp

Sometimes there is a brave entry from someone using a girder-forked machine like this Velocette!

right-hand bend, (obviously a left-hand bend when coming the opposite direction). As we got on the apex of the bend an American army lorry coming from the opposite way instead of following the road round to the left went straight on intending to go up a minor road, and thereby crashing right into us broadside and which knocked us right into the Green Dragon car park. The car landed on its side and then fell back on on all four wheels. It was a good job my father accelerated instead of braking otherwise he would have hit us amidships and we would have all been goners! I can’t remember much of the outcome, but I do remember that the two Yanks in the lorry were shipped straight back to America. I can’t recall whether the car was repaired or not, but I think the American Army paid for it.

When I visited the Green Dragon 37 years later there was an old boy enjoying his pint and he remembered the accident happening. I thought it was an ironic coincidence that I should walk in there all those years later on Arbuthnot business and sitting there was a chap who still remembered about the incident.

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A Piece of Trialling History

The Museum in the Park in Stroud, Gloucestershire is home to a wonderful local history collection. On display in the foyer is a 1929 Baughan motorbike and sidecar manufactured in Stroud; this caught my eye on a visit last year, as did Kenneth Chandler’s book about the manufacturer Harry Baughan. The book (details below) contains many photos of Baughans competing in classic trials and has a number of fascinating links with the MCC and events in the Cotswolds. I have drawn extensively on the content of the book for this article.

Harry Baughan built his first JAP engined cyclecar in 1920, after setting up a small engineering company in Harrow. Competition was very much in the forefront of his mind and he entered the MCC Edinburgh Trial in 1921, retiring when a Woodruff key failed in the rear axle. Success came in subsequent years, with Silver and Gold medals in the 1922 and 1923 Edinburgh events and a Gold in the 1923 Land’s End.

Although a total of 4 cyclecars were built the boom was coming to an end and Baughan then

John Hamill

Bill Hayward and Marjorie Grant Heelas climbing Rowden/Weighbridge in the 1946 Cotswold Cup Trial.

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concentrated on motorcycle manufacture from his premises in Stroud, having moved there in 1922. He retained the original ‘Red Car’, and campaigned it successfully in local trials. The car has been restored and is still alive and well, having competed in the 1990 Cotswold Clouds. Classic trials remained an important element throughout Harry Baughan’s life, as a participant, as a sponsor of Baughans in local events and as a major player in the organisation of ACU Western Centre trials. He was also Clerk of Course for the ISDT for several years with a fearsome reputation for organisational detail, borne out of years of trialling experience.

Baughan motorcycles had a reputation for high quality construction, even though the premises and equipment at the Stroud works were fairly rudimentary. Most parts were bought in: Engines from JAP and Blackburne, gearboxes from Sturmey Archer etc, but the frames and wheels were hand built and painted at the works, as were the fuel and oil tanks.

A number of employees were key to the company’s success, both as a producer and in competition. Particular mention must be made of Bill Hayward, Chris Stagg and the Grant Heelas twin sisters. The partnership between Bill and Marjorie Grant Heelas is particularly notable, because it links back to the exhibit in the Stroud museum. Harry Baughan was a talented engineer and the outfit in the museum

incorporates a feature which he designed and developed with great success; so successfully that the machine was severely handicapped in later trials and not allowed to compete in some events. The key to its climbing ability was the incorporation of a sidecar wheel drive (SWD). This was not originated by Baughan, other designs having preceded it, but the Baughan SWD in the hands of Bill Hayward, passengered by Marjorie Grant Heelas was a winning combination, if you’ll excuse the pun…

It incorporated a crude dog clutch, engaged via a lever by Marjorie (see photo). More importantly, she had to disengage the drive at the section end, because the absence of a differential meant the outfit had a strong tendency to carry on in a straight line when it hit the tarmac!

Whilst other competitors rightly considered that the Sidecar Wheel Drive gave Bill and Marjorie an advantage, when they were given the opportunity to try SWD they realised how skilled the pair had become in its use. Indeed, Bill was more than capable of winning events with or without the SWD*. *NB The ACU will not permit sidecar wheel drive in trials so use of a Baughan replica would not now be permitted for a machine competing in MCC trials. It could probably be used outside competition though! Editor

For those familiar with the Hayward surname, particularly members of Stroud & District Motor Club (SDMC), Bill Hayward was the father of Edwin Hayward. Edwin and wife Gill will be familiar to MCC members as competitors and more recently performing the roles of finish marshals for the Exeter & Land’s End Trials.

The Baughan was restored by Graham Stagg, son of Chris who built the combination. It was subsequently handed by Graham to The British Motorcycle Charitable Trust. The Trust loaned it to the museum in Stroud in 2010 and Bill’s grandson, Charles Hayward, looks after the exhibit, in conjunction with John Kidson from the Trust. Strong family threads run through the Baughan story.

Ken Chandler records a very fruitful collaboration between Harry Baughan and Geoff Fisher on

Three generations of Haywards: Edwin, son Charles and grandson Harry in 2010. Andy Bufton, British Motorcycle Charitable Trust.

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the development of sections and organisation of motorcycle trials. Fisher was a land valuer

and auctioneer with a local estate agent and developed good relationships with local landowners, invaluable when seeking permission to run trials in the Stroud area. He developed an intimate knowledge of the terrain in the local valleys and kept meticulous notes of the influence of sun, frost and rain on the challenge offered by individual sections. A keen motorcyclist and trials competitor he and Harry were a formidable combination in trials organisation. I suspect that many of the sections we use today in the Stroud area owe much to their development by the Stroud & District Motorcycle Club (SDMCC). Some, like Ham Mill and Nailsworth Ladder are still used in the Cotswold Clouds. Others like Hodgecombe, Weighbridge, Ashmeads, Shadwell are no longer in use.

A final link between Harry Baughan and the MCC arose in 1925 when the ACU decided that they would be responsible for overseeing

all motorcycle competition. This meant that the MCC would need to affiliate to the ACU in order for their events to be authorised. Baughan was by then the Secretary of the ACU Western Centre and a keen supporter of MCC events. He played a major part in lobbying the ACU to back down but ultimately the MCC affiliated. However, the ACU action created a lot of ill feeling from local club members who also competed in MCC events and were loyal to the club.So, are any of our MCC sidecar competitors minded to produce and pilot a modern version of the Baughan SWD? I wonder how it would fare on Simms?

AcknowledgementI am indebted to Kenneth Chandler for the research contained in his book, ‘Harry Baughan: A Life of Motor Cycling’, published by Walls Quarry Press. Also, to Gill and Charles Hayward for additional insight into the Hayward contribution to the Baughan story and Andy Bufton of The British Motorcycle Charitable Trust.

TRIPLE

Bill Hayward and Marjorie Grant Heelas climbing Kilcott in the 1935 Cotswold Cup Trial. Morton Archive

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And yet another Reliant – this time it’s a Scimitar. The Testing Trial is the only MCC event which allows two different drivers in the same car – Arron Homewood and Dave Haizelden in this case. Peter Browne

Oh look, here’s another Reliant in the 2019 Testing Trial – but this one’s got four wheels and a supercharger. Peter Browne

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Web directoryMCCRegularly updated to bring the latest on MCC news and eventsthemotorcyclingclub.org.uk

Abe Books Good for second hand, rare and out of print booksabebooks.co.uk

ACTCThe official site of the Association of Classic Trials Clubsactc.org.uk

ACUEverything you’ll ever need to know about the Auto Cycle Unionacu.org.uk

Blue Hills Tin MineYou’ve done the section, now learn about its heritagebluehillstin.com

Classical GasA mine of news and useful information on classic trailsclassictrials.wordpress.com

Clive ClubThe club that runs the Welsh National [email protected]

Dave CookPhotographer – another view of MCC trials and other motorsports. Dave allows TRIPLE to use his photos on request, and sells his photos onlinehoits.smugmug.com

Dellow RegisterThe definitive guide to Dellowsdellowregister.co.uk

Jason Hammersleyhammersleys.com/products/tyres

Liege Motor CompanyAll you ever wanted to know about a Liegeliegecars.co.uk

MACMidland Auto Club’s websiteshelsley-walsh.co.uk

Motorsport UKNational membership organisation and governing body for four-wheel motorsport in the UK, representing competitors, volunteers, and clubsmotorsportuk.org

Old Bike Mart Magazine OnlineThe name speaks for itselfoldbikemart.co.uk

Shelsley Walsh TrustInfo and news from the bid to save this motorsport venueshelsleytrust.co.uk

Trail Riders’ FellowshipA motorcyclist’s guide to green lanestrf.org.uk

Track DaysPut your car or bike through its paces without losing your licenceuktrackdays.co.uk

UK Motorsport A guide to motorsport and UK clubs on the webukmotorsport.com

WheelspinAndrew Brown’s ‘complete history of classic trials’wheelspin.info

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The NEW MCC Shop

PhotographersDid you have a good day at the last Testing Trial? All of the fun of the MCC, without the pain! Peter Browne was probably there taking pictures, in case you forgot to buy any in 2019!

He was at Simms as well, as he is in most years. If you finally beat that hill ask him if he took a picture of you: [email protected]

Andrew Trenoweth (khkmedia) lives in Cornwall, and takes photos somewhere on the Exeter Trial plus usually at Blue Hills Mine during the Land’s End Trial. He’s the man to contact for photos taken there: [email protected]

And Dave Cook of course can be found on the Edinburgh Trial, as well as somewhere or another at most trials! Get in touch with him at: [email protected]

Club Regalia can be purchased via the New Online Shop which is accessed via our website. To access the shop, go to www.themotorcyclingclub.org.uk then to Online Entry and see Shop. This is where you can order additional MCC neck scarfs, badges, books etc.

The Club’s badge looks nice on you – on your sweatshirt, or on your vehicle! Or even over your face, as neck warmer or face cover. Different sorts of badges are available, from stickers for windscreen or tank to embroidered ones to be sewn onto a jacket.

Section ends Class O is represented by Paul Davey, 225cc Yamaha 2019 Land’s End Trial. Dave Cook

The Motor Cycling Club

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