Aussie youth champion Lachlan Gibson The Bultaco Story Aerial

Trials News
Western Districts Trials Club
January 2012
t Aussie youth champion Lachlan Gibson
t The Bultaco Story
t Aerial trials bike is a gem
t Trials rider is up and coming karting star
www.wdtc.org.au
Editors corner
In this issue we look back to 2011
and, hopefully without neck strain,
look forward to 2012.
Our club calendar in 2011 went
out the window as properties were
inaccessible due to rain. However
this was a very minor inconvenience
compared to the impact of flooding
on so many Queenslanders. Trials
legend Jeff Gough was among those
lost to flooding. Graham Weiss
pointed out Jeff to me at Conondale
in 2010 and he cut quite a figure with
his smooth riding on his immaculate
Montesa and of course he had his
trademark cigarette resting on his
lip. Unfortunately Jeff ’s comeback
was cut short crossing a creek and
the trials community marked his Terry Davey gives his late model Bultaco a work out. See The History of
Bultacos by Graham Weiss in this article for the details on the developpassing with a memorial event.
In this issue we have the calendar ment of these iconic Spanish machines.
for 2012 with the new arrangement
where we can ride in trials at other
WDTC Committee members 2012
club’s club days. The trials subPresident Graham Weiss
committee is doing some good
Vice
President Mark Casey
work in promoting the sport.
Secretary
Tracey Gollagher
As my first three trials bikes were
Treasurer Mark Keenan
Bultacos I was interested to read
Race
Secretary Kathy Wager
Graham Weiss’s history of these
Assistant Race Scrutator Terry Davey
Spanish machines. I had a love
MQ/MA delegate Andrew Carpenter
hate relationship with them, as
Social Organiser Mark Power
sometimes they would decide to
Newsletter Editor Rob Wager
click into reverse which caused a
www.wdtc.org.au
couple of interesting spills. There is
Disclaimer: The views expressed in this newsletter are not necessarily those of
no doubting the fact that Bultacos
the Western District Trials Club Committee, Members or Editor.
revolutionised trials and heralded
the European invasion and the
demise of British machines in the
sport.
Front cover: Lachlan
Elsewhere we take a visit to the
Gibson on his way to
Australian Motorcycle museum and
winning the youth division
get the run down on a new trials
at the Australian Trials
property for the club. Look out for
Championships in South
an article on superkarts from Chryss
Australia in October 2011
Jamieson.
Photo: Greg-GMC Design
Thanks to all who contributed to
the newsletter.
Former WDTC president Rob
Wager takes over the editor’s duties
Blast from the past. Thanks to
after this issue so remember to send
Terry Davey for this memorable
him some yarns and pictures.
piece of 1970s motorcycle
advertising.
Mark Casey
A word from the president
Newly anointed WDTC president Graham Weiss was the second signed up member of the club some
30 years ago so he has plenty of background to lead the club in 2012…. and he is still a difficult
bugger to beat on his blue Bultaco.
~o0o~
As you might or might not know, I
have become the Western Districts
Trials Club president whether this
is a good thing or not remains to be
seen but I will do my best to do a
good job.
Some of you might only know me as
that crazy idiot on that there Bultacy
thingy which somehow gets into the
results regularly.
One thing the club really needs is
more officials as in stewards, clerk
of courses and scrutineers so we
need people to get off their you know
what’s and do something about the
situation.
All the information is on the MQ web
site which you can get to off the club
website which is www.wdtc.org.au.
Go on you know you want to! I will be
doing the officials course, so if I can,
anyone can.
It was good to see that the
Twinshock and Classic Masters
was a well-attended trial and I think
everyone enjoyed themselves and
of course hearty congratulations to
Greg Harding on his win on that fine
Spanish masterpiece that he was
riding. See they really are good! And
well done to all the other winners of
all their respective classes.
You might have noticed that I was
not at Conondale as unfortunately
I had to work in Emerald on Friday
night and them Rockhampton
on Saturday night, then sit in the
truck all of Saturday night and half
of Sunday to get home at 3:00pm
Sunday. Work reigns supreme when
you need money I suppose.
Off on a different tangent I can see
doing this job I will have to improve
my blindingly fast typing speed of
one word an hour. I am using two
fingers so I will see how it goes.
Sign up day
It also looks like we might be having
an early start to the year which is
good after the misfortunes of last
year with that little spot of rain we
had. The first club and sign on day
will be on the 5th of February at
Chris Williams place at Deongwar.
There will be some working bee’s to
get everything to happen over the
year so we could use all the help
we can get. Watch the club website
for all the information on everything
even how to bake scones. That is
about all I have to say at the moment
seeing as this has taken me three
weeks of eight hours a day to type
so I hope to see you all at the sign
on day and I wish everyone a very
Happy New Year and don’t forget to
keep your feet up.
Regards
Graham Weiss
Outgoing presidents report
G’day everyone. For those of you that
weren’t at the AGM at Conondale you’ll
know by the above heading that I am
now the immediate past president. I
didn’t accept a nomination to carry
on the Presidents role for 2012 and
it wasn’t an easy decision. I was only
just getting a real understanding of
the job and a familiarity with the MQ
procedures and politics. I had a few
reasons for bailing out, foremost
being that I think I need to spend a
bit of time studying, making business
plans, or working out another career.
I also feared that with Kathy and I
on the committee we were perhaps
a little too influential. And frankly
Presidents are a lot easier to find
than Race Secretaries.
My error was not to have a successor
in place. We finished the 2011 AGM
By Rob Wager
with no President. But we elected a
dedicated bunch to the committee,
including a couple of assistants to
help. With such a strong committee
for 2012 I wavered and almost
changed my mind (and if I was
President then maybe I could defer
making a career move a while
longer).
with the best attendance ever (I told
you they were a good mob) and we
accepted Grahams nomination.
Hooray!
In the midst of my deliberation
(procrastinating?) I got an email
from Graham Weiss volunteering
for the job. Ron Chadwick put him
up to it. Good work Ron. Graham
would be one of our longest serving
club members (I believe he was
the second member to sign up for
the club 30 odd years ago) so you
can be sure Graham will have our
best interests at heart. We had a
committee meeting in November
To the rest of the 2011 committee
thank you for you support, work,
tolerance, ability, common sense,
and just doing the job well. It is
pleasing to see so many carrying on.
Thanks Graham, I appreciate your
commitment, and we will all help.
Can I offer advice – not really – just
take it as it comes and do your best
at the time.
To all members I wish the best of
luck for the coming season and hope
to see you soon.
Rob
Bike museum has the goods
By Mark Casey
The Australian Motorcycle Museum at Haigslea
has 220 motorcycles on display and is a mecca for
anybody interested in the two wheelers. With bikes
featured from the 1880s through to 2009 there is
plenty to see at the facility between Toowoomba and
Brisbane.
For the trials aficionados the Mick Andrews replica
Ossa and The Greeves Scottish model would be of
particular interest. Entry is $15 for adults and $10
for children.
www.australianmotorcyclemuseum.com.au.
Well worth a visit.
The Montesa 250cc King Scorpion looks ready to
take on the nearest trail. Note the horn on the airbox,
speedometer, carrier and reflective decals for road
use.
The Ossa Mick Andrew replica MAR features a
signature on the name board from the Derbyshire
legend himself.
The 1970 Roken Trail Breaker is not a trials bike but
it would be interesting to pilot it up the hill climb at
Conondale. The bike which was used on the Alaskan
oil fields has two wheel drive, is waterpoof and floats.
The BMW R27 was the last single cylinder bike
made by the Bavarian Motorworks and featured a
rubber mounted engine producing 18 horsepower.
The shaft drive bike had a special Earles suspension
system to prevent the bike diving when the front
brake was applied. The front of the pillion seat has
a ring which is a mystery to me and unfortunately
there no prizes for the most creative explanation.
More than 15,000 of these rugged machines were
built between 1960 and 1967.
The 1948 350cc single Victoria is another quality
exhibit at the Australian Motorcycle Museum.
The history of Bultacos
The story of the motorcyle that revolutionised observed trials
By Graham Weiss
It all started when Francisco
Xavier Bulto’ was working at
Montesa and the owner of that
company was told that Mr Bulto
was taking all of the credit for the
success of Montesa as well as the
fact that Pedro Permanyer, the
owner, wanted to stop supporting
the racing team as well.
FX Bulto who helped start Montesa
in 1945 thought that racing was
very important to the future of
the company. The end result was
that Bulto was sacked. A couple
of days later he got a phone call
from some of the people working
under him at Montesa asking if he
wanted to start a new motorcycle
company. He thought about it for a
while and with more support from
other employees from Montesa he
decided to do it. So in May 1958
with 12 engineers from Montessa,
Bultaco was born.
They designed a new engine and
after four months had a prototype
of the first Tralla 101 up and
running. This bike was presented
to the media on March 14
1959. They had a lot of success
in production races with this
first bike and it was continually
improved. The racing ones were
called Tralla Super Sport or TSS
and in 1965 Bultaco introduced
a water cooled 6 speed TSS 125
which was way ahead of its time
and very successful.
The Sherpa T trials revolution
At the end of 1962 Juan Soler
Bulto and Orial Puig Bulto entered
the Saint Cucufo Trial on modified
early Matadors which were the
bikes they had been riding in the
ISDT. They took three bikes to the
trial on a trailer towed behind Don
Paco’s car, two for the riders and
a spare. ( Don Paco was Francisco
Xavier Bulto’s nickname and
where the name Bultaco came
from) At this trial a Claude Coutard
suggested many modifications to
the bike. I am sure most of the
older readers will recognise the
name as his son Charles became
a top rider.
Greg Harding had a win at Western Districts Trials Club Twinshock Masters trial
with only two points lost on 6 November 2011 with his ‘communal’ M49 Bultaco.
Picture: David Lahey
These and other modifications
were tried and they entered the
Scottish six day trial in 1963.
Orial’s bike stopped due to
electrical problems and he timed
out and after that first day a
Mister Sammy Miller came up
and said can I have a ride on that.
He liked the lightness of the bike
as well as the swiftness, agility
and manoeuvrability of the two
stroke compared to his Ariel. So
in November 1964 Sammy Miller
signed up with Bultaco to develop
the Sherpa T. Sammy flew to
Spain and after 12 days with a
196cc Sherpa S (scramble) had
a workable trials bike ready to go.
He then took both his Ariel and the
new Sherpa back to England and
on the next weekend he won the
British experts trial on the Ariel as
he was still contacted to them for
that day and on the Sunday at the
King’s Norton club trial he took
the Sherpa to its first victory. This
was in the last weeks of 1964.
On May 8 1965 he achieved
worldwide fame as the rider of the
first two stroke to win the SSDT.
This was Sammy Millers sixth
SSDT win. The Sherpa T model
10 with a 244cc four speed
motor had been released for sale
worldwide in early 1965.
This first model got a reputation
as being fragile not because
of Bultaco but because of the
Spanish import laws of the time.
The law prohibited the importation
of any metals or really anything
into Spain. This meant the quality
of the steel and alloys on the
bikes was a very poor standard.
The worst of this was the top triple
clamp which had a nasty tendency
to snap. The frames used to bend
easily as well. This actually led
to a good business venture for
Sammy who made replacement
triple clamps for the Sherpa T.
This model went until 1967 with
improvements along the way as
being a small company it was easy
to change things in the middle of
a production run.
The first of the five speed
Sherpas
This model had a lot of wins all
around the world from beginners
to experts. The total production
of M10’s was 1,273 bikes. The
next model Sherpa T was the
M27 which was the starts of the
five speed gearbox and the San
Antonio 2 engine. This one just
had minor upgrades apart from
the engine. The steel quality also
was improving a lot by now as
the Spanish learnt how to make
better steel. The total run for this
model was 700. The next model
was the M49 which took Greg
Harding to a win at the Twin Shock
and Classic Masters at Conondale
in November.
The M49 had a new frame half
way through the model run as
well as many minor improvements
along the way. This model had
4,706 bikes in its run from 1968
1971. Then the first big change in
the Sherpa range happened with
the starts of the Slimline range
which the first was the M80.
This bike went from April 1971 to
April 1972. In 1969 Bultaco also
brought out the Kit Campeon which
was an upgrade kit for the earlier
models. It consisted of a slimline
fuel tank and seat, exhaust and
airbox. The M80 had 2932 bikes
in its run. Then on the next model
was the biggest change of all of
the Sherpa’s when the M91 and
92’s came out. These went from
1972 to 1973 with 1,796 of the
250cc machines and 4,578 of the
350cc version’s made. The 350 is
actually 325cc and they all have
a stroke of 60 mm with the 350
machiness have a 83.2mm bore.
The 250’s have a bore of 72 mm
to give a capacity of 244cc up until
1976 when because of a French
law they became in some parts
of the world a 238cc machine.
These had a bore of 71mm.
The 350’s usually only make
about one more horsepower than
the 250’s but a lot more torque
and lower range power. Bultaco
sold a lot of the 350’s and this
model was the first with a rear
A brace of Bultacos in the scrutineering area before the Twin Shock
Masters at Conondale on 4th November 2011. Picture: Terry Davey.
facing chain tensioner as well. It
was during this model run that the
frame material was changed to
chrome-moly and the front brake
lever on the backing plate was
moved to face forwards as well.
The change in frame happened to
save weight as well as give added
strength.
The next model in the line- up was
the M124/125. These ran from
only February 1974 to July 1974
with 740 of the 250’s and 2,108
of the 350’s made during the
period. Once again they only had
minor changes to the previous
model, for example the sidestand
was moved onto the Swingarm
and the speedo drive was moved
to the back wheel.
The next model was the M150 and
the 151 which had the Bultaco
standard clubfoot silencer on the
rear. This was also the first time
that Bultaco had used rubber
blocks between the barrel fins to
quieten the noise. My Sherpa T
has a 151 engine in it for all of
those who are interested. One
more strange thing was that the
92/125 and the 151 all used
the same barrel and piston with
no changes between the models.
They obviously thought why
change a good thing.
Time for separate tanks and
side covers
Now in the Sherpa T line we get to
the ones that I have owned - the
158 and the 159’s. This model
was the first Sherpa’s to have a
separate tank and sidecovers
and was also the only Sherpa to
have a different frame on the 250.
The 250 frame was shorter than
the 350 and it had a different
front down tube. This was also
when because of the French
changing their registration laws
the 250 became a 238 instead of
a 244cc. Over here we got some
238’s and some 244 so there
was some confusion buying rings
for this model as the smaller one
had a bore of 71mm compared to
72mm. The 250 frame also had
a tendency to bend around the
steering head and make the frame
look like a chopper which made for
very interesting handling. I used to
own a 158 in the late 70’s early
80’s and I ended up chopping the
front of the frame off and welding
new frame tubes on with the
steering head geometry from the
199A (Blue Sherpa) and it worked
rather well.
It felt a lot smaller than a normal
Sherpa and handled well even if it
was bent in the middle as I did not
make a frame jig to hold the frame
as I was making it and just lined
it all up by eye, slack I know but I
was only 19 or 20 years old and
thought I could do anything. The
158 are still the shortest Sherpa’s
ever made except for the 125’s.
The 158 was 1290mm long and
the 159 was 1315mm. It was not
a lot of change but it did make a
big difference.
Before bling there was Bing
The 159 was also the first Sherpa
to use a Bing carburettor as well.
The Bings were only used on the
350’s. The production run was
1,641 for the 250cc version and
only 500 of the 350’s made.
The first of them came off the
production line in July 1975 and
the last in June 1976. As you can
see the 250 was by far the more
popular of the two.
The next model was the 182/ 183
and it only had minor upgrades to
the bike and it was only a very short
run from March 1976 to August
1976. They looked the same as
the previous model as well. The
production run for the 182/3 was
500 of the 250 and 790 of the
350 so there was more of the 350
made in this model. The shock
absorbers were also changed
between the two models as well
though I can’t find any mention
of what the changes were. The
next model in the magnificent
Sherpa line up was the 190/191
which went from September 1976
to February 1977 - another very
short model run.
The biggest change in this model
was the crankshaft but I can’t
find what the change was. So in
these three models there was
very little change. The next model
was the first of the new style ones
with black engines and fork legs
instead of polished alloy and they
started with fibreglass tanks on
the first of them and then changed
to poly-ethylene fuel tanks. These
ones were the 198’s and the
199’s.
They were also the first of the
Sherpa T’s to come with Goneli
plastic mudguards in red to
match the tanks. These are what
today have become the optimum
accessory plastic mudguards
seen on a lot of trials bikes. These
Sherpa’s went from May 1977 to
August 1978 with a production
run of 1,779 for the 250’s and
there was 5,960 of the 350’s
made. These were also the first
ones to have a plastic airbox and
chain guard on them as well as
the first to be sold in Europe and
the UK with the gear lever on the
wrong side and the brake pedal
on the right hand side of the bike.
They had to change them in the
US in 1976 when the Yanks made
it law that all motorcycles sold
in America had to have the gear
lever on the left hand side of the
bike.
Swearing at Yanks
Bultaco owners have been
swearing at the Americans ever
since as it makes the gear change
very vague because of the gear
shaft being extended to the other
side of the motor and a very contorted flexible and long gear stick. It
was also the first time the Sherpa
had a cable operated rear brake
as well to move it to the other
side. (Wrong side) It was around
this time that the factory started
to have a few financial problems
and things started to go wrong.
The next model in the Sherpa T line
was probably the most famous of
them all the 198 A and the 199
A or the blue Sherpa’s as they
were known. You would probably
have all seen one on the photo for
the Jeff Gough Memorial trial put
on this year by S.Q.T.A. The bike
that Jeff is doing the beautiful
floating turn on is a 199A. This
was the pinnacle of the Sherpa
as the company was hitting major
trouble with worker strikes and the
government regulations tying the
company up. This Sherpa was the
one to have no frame tubes under
the engine and a new ignition case
which was much more compact.
The Swingarm was reinforced as
well. These bikes were the most
successful in sales as 2,050 of
the 250’s were sold and 6,915
of the 350’s were made. It was in
this run that the last of the bikes
started to come with strange
parts on them. I know that the
one that I had I found out many
years after I was riding it was a
340cc engine which explains why
I could never buy rings for it. I have
heard that a few of the last ones
had old mudcatcher rims on them
and other strange things going in
as the company just used what
parts they had in stock as all their
suppliers wanted cash up front
for parts. This was also the first
Sherpa to have black wheel hubs
as well as a cost cutting exercise.
These Sherpa’s were made from
October 1978 to 1979 and were
called the 79 model.
The next model was the last of
them and it was supposed to be
an interim model as they had a
new engine almost ready to go
which would have moved the
countershaft a lot closer to the
Swingarm pivot and was a much
more modern design. This is the
model that I own and it was never
imported into Australia by the
importers or the dealers. This is
the 198B and the 199B’s. The
198B was not really changed
anywhere near as much as
the 199B. The frame and the
mudguards were changed to
white and the rear frame loop over
the rear mudguard was chopped
off to lose some weight.
The company was in real strife
now with the workers on strike
and the managers unable to sack
anybody. The 350 was changed
from 83.2mm bore to an 85 mm
bore so it went from 326.2cc to
340.47cc. This motor also went
to a six speed gearbox as well
and had the first four gears close
together for section use and the
last two for transport. They had a
few other changes as well like the
sidestand changed shape again
amongst other small things like
the Amal levers and brackets on
the front brake and clutch were
black instead of uncoloured. On
this model they also changed the
primary gearing as well to suit the
new gearbox and the final gearing
went from 11/46 to 11/39 to
use a smaller rear sprocket. It
was on the last ones that they
used a box section Swingarm as
well. I am not sure but I think the
swingarms were made in England
by Mick Whitlock (a noted frame
maker) for the English importer
Comerfords who changed the
Sherpa’s sold in England. This
model was supposed to come out
in 1980 but didn’t come out till
1981 and was the last one. The
total production was 270 of the
250’s and 1778 of the 340’s. This
was sadly the end of the Sherpa
T. In England Comerfords kept
the bike going for the factory with
my hero Reg May who knew more
about Sherpa’s than anybody else
including Paco Bulto. Reg fettled
Bultacos for years for all the
English Bultaco riders. It was Reg
May who made Martin Lampkins
1976 350 into a 370.
The three time world champion,
Finnish rider Yrjo Vesterin who
tried to ride for Montesa in 1980
moved to England and was the
first foreign rider to be granted an
English ACU licence. He was hired
by Comerfords to ride and improve
the bike with Reg May. Vesty as he
was known won the English trials
championship very easily in 1982
on a 360cc Sherpa T which was
very heavily modified.
There were the other trials bikes
from the factory. They had a 125
which came out in late 1975.
It was the 156 which was also
called in some countries the
Lobito T 125. This bike was a 5
speed and there was 1,270 of
this 125 made. Then came the
184/185 which came out in late
1976, early 1977. The 184 was a
75cc trials bike and the 185 was a
125. There were 2260 of the 184
made and 2260 of the 185 made.
These bikes also had a six speed
gearbox. Then in 1978 there was
the 184A and the 185A of which
there were 770 of the 75cc bike
and 1100 of the 125cc bike.
In 1979 there was the 184B/185B
which changed colour to blue
to match the larger Sherpa’s
and they also received Motoplat
electronic ignitions. In 1978 there
was also the only 175 Sherpa
ever made. It looked like an Alpina
which was the trailised trials bike
with different triple clamps and
larger fuel tank and seat and
slightly different gear ratios.
This bike had only 361 of them
made. Then earlier than these
was the El Tiron which was a
100cc trialised Lobito. It was
made in 1972/3 and
the model number
was 73 and there
were 629 of these
made. Then there was
the baby of the range,
the Chispa which was
the only Bultaco not to
use a Bully engine in
it. They had a Ducati
49cc 2 stroke engine
with a Bultaco barrel on them.
These had the model number 111
and they went from 1974 to 1979
with a total of 2,746 made.
Highboy frame
Sammy Miller had also made his
own frame to use the Bultaco
engine called the Highboy frame
which are still being made today.
They first came out in the sixties
and they all had no frame under
the engine - it took Bultaco a
long time to go with that idea.
Sammy Miller also made a lot of
other parts most of which are still
available today through Sammy
Miller Products which he sold a
few years ago. Reg May also made
a Bultaco for John Reynolds which
the modifications on it included
no swingarm axle only bolts to
hold the Swingarm on to the
frame as the Swingarm pivot was
over the back of the gearbox by a
long way and an axle would have
had to go through the gearbox.
In Australia Bultaco won the
Aussie titles in 1970/ Ian Gaff,
1971 with a Queenslander Dave
Pinkerton, 1978/ Ross Grimsey
and in 1979 with Steve Johnson
on board. In the Aussie Sidecar
Championships a Bultaco won in
73/74/76/78/81/82/83/84/85
and 1987. In Post classic or
Twinshock Bultaco won in
1994/96/97/2007/08 and in
2009.
Acknowledgement: Spanish Trials
Bikes by Don Morley, History of the
Sherpa T by Albert Boer and Bultaco.
A Real Myth by Joan Carles Orengo.
New property looks good for 2012
By Chryss Jamieson
Every time I have driven the road
from Esk to the Williams property,
there was one place that caught
my eye that looked like it would
be good for trials and I cannot
believe it, but we were invited to
check the property over and if
we thought it was good enough,
then the owner was going to give
us the OK to hold some events
there.
Travelling from Esk to Chris
William’s place, Emervale is the
last property before you climb up
the mountain on the left hand
side and has a big muddy dam in
the front.
Running creek and great
access
We spent over two hours going
through the creek which is always
running, along the top ridges and
around the base of the ridges
and I can tell you that this is one
great trials play ground with huge
potential. We only looked at the
area close to the road but further
The terrain at Emervale offers a range of conditions to suit all grades
of trials riders and with some working bees will hopefully be on the
calendar for 2012.
back it just keeps going. Like any
place there is always the lantana
but not that much and our
intention is to use the easy parts
first and just keep chipping away
at it as we go, just like Rockatoo.
This place will be good in wet or
dry conditions and as I see it we
have a huge draw card having the
main highway running right past
to get Sunday drivers and riders
as spectators.
If you have been in the trials
arena for some time you know
just how difficult it can be getting
hold of good quality properties
and I do hope this one will be
available for some time. We will
be holding our first event there
next year so check the calendar.
A big thanks to Shane Homan
who is a relative new member to
the club and who did the back
ground work to get this together
and Rowan who was as keen as I
was to check this new place out.
If I put the B grade line here:
Chryss Jamieson studies the
potential of the new WDTC
property Emervale, near Esk.
Back to the future with the Aerial
By Peter Aerial
Sammy Miller started an association
with British bike manufacturer Ariel
in 1956, when he rode GOV 132
in the Scottish Six Day Trial. The
Ulsterman who went on to become
a trials legend, was riding a James
at the time until gearbox problems
left him without a bike to enter.
It was arranged with Ernie Smith
of Ariel for Sammy to borrow the
factory trials bike - the bike machine
had numerous accomplished riders
onboard before Sammy but there
was no real success to speak of.
The bike started as a rigid frame
machine in 1947 and progressed to
a swing arm model by 1953. This era
saw road racing riders spending the
summer on bitumen and the winter
riding trials. Ariel withdrew from
road racing in 1958 and employed
Sammy Miller on contract in the
Selly Oaks factory at Birmingham.
B.S.A. had a small percentage of
ownership of Ariel since around
1948, however the percentage
increased as the years rolled on, and
by the early 1960s B.S.A. had total
ownership of Ariel and consequently
did away with the
Ariel brand.
GOV 132 was still
in existence in the
B.S.A. era and was
now located at the
time with Sammy
at the B.S.A. Small
Heath factory.
The Ariel factory
staff were less than
impressed with the
complete takeover, What a beauty: Martyn Adam’s Aerial has been modified
however Sammy had from the original but still looks the real deal with steel,
more facilities at his aluminium and chrome with precious little plastic.
disposal at the B.S.A.
development works.
Sammy took up scrambling a B.S.A one made you need to provide an
250cc, which makes one question if original swinging arm. The frame
Sammy had much do with the B40 has the oil tank built in as part of
army B.S.A. which was in a trials the frame structure. Steering rake
angles are determined by the owner
frame.
In 1964 Sammy left England to join and few different fork configurations
the Bultaco factory and this story are available. Martyn can supply
features in Graham Weiss’s article barrels, heads, alloy primary cases,
on the evolution of the Bultaco lightweight wheel hubs and various
other components.
Sherpa elsewhere in this issue.
For further information contact
My ambition is to recreate a close
Martyn
Adams
at
Birdwood
approximation to the GOV 132. I
Motorcycle Engineering on (0421)
have been gathering parts for a
874 513.
number of years to this end. At this
point in time I have enough parts Next year at Connondale we intend
to build the 1947 version of it. In to bring out some heavy iron from
the process of making enquiries the 1930’s to pre 1962. I know there
about rebuilding the 1960s version, are quite a few of these gathering
I discovered that the talented cobwebs in garages around south
Martyn Adams is able to assist me east Queensland. I wonder what we
in this quest. Many English bike would have to do to bring them out
enthusiasts know Martin as his to the trials track?
company supplies many lightweight Eds note: Some more heavy iron at
Conondale would be just great and
parts for B.S.A and Triumphs.
The Gollagher family
made the pilgrimage
to Australian titles in
South Australia.
Going strong: the Aerial shows
its abilities with Martyn Adams
at the helm at the Australian
trials championships in South
Australia in September 2011.
something to look forward to.
They
took
some
photos of Martyn
Adams trials bike, and
Dan Gollagher was
lucky enough to ride it.
Martyn said the frame
was made by John
Bartram in England
and in order to have
Side view of the Martyn Adams Aerial.
Rider in focus: Lachlan Gibson
Australian trials youth champion
By Mark Casey
is not to “embarrass myself “
in open grade. Lachlan plans
to continue his training with
Queensland open champion
Boyd Willcocks as part of his
preparation.
Best lesson
In 2011 the stand out thing
Lachlan learned was to never
give up. At the Aussie titles he
was in fourth place at the end
of day one but pulled it back
with a good ride on the second
day to win the prestigious title.
Advice to junior
Lachlan is the picture of
concentration when he rides
and he has taken to the big
stuff admirably since starting
to ride open in Queensland in
2010.
Barrel of fun: Lachlan Gibson concentrates on a tight section at the
Gold Coast arena trial in 2010.
Hard work and dedication paid
off this year for WDTC member
Lachlan Gibson who won the
youth division at the Australian
trials championships in South
Australia on the 2nd October.
Lachlan took his Gas Gas 280
to first place over New Zealand
rider Blake Fox and a field of
four other riders over the two
day event.
Lachlan who is a second
year carpentry apprentice is
looking forward to 2012 and
has already started working
on his fitness through three
gym sessions a week. He
will get serious on his bike
practice once he has sold his
280 Gasser and purchased
a new machine. He confides
that his main goal for 2012
His advice to the next
generation of junior and youth
riders is to be passionate, train
with somebody at a higher
level and of course work hard
and train hard.
Lachlan is undecided on
competing in the Aussie
titles in Western Australia in
September of 2012 – “it is
subject to getting time off from
work and affordability”.
He acknowledged the support
of sponsor Gas Gas Motos
Australia and made sure
to mention the unstinting
devotion of his parents Rowan
and Richelle.
Crosstraining at 245km/h
WDTC stalwart Chryss Jamieson
talks about his other passion
superkart racing and the
meteoric rise of his son Russell
Jamieson in the sport in 2011.
There is one event on the trials
calendar each year which
provides the best camping, fun
events, Saturday night dinner,
entertainment, acres of paddocks
for the kids to ride around on and
of course some of the best creek
sections we get to see each year
– Conondale.
This event has now become
bigger than Ben Hur and for the
first time since the WDTC club
started going there which I think
was 18 years ago, my beloved
trials event of the year clashed
with my second sports event
which is Superkarting.
We had a two round series
this year, the first in June at
Eastern Creek and the second
in November at Phillip Island.
I decided not to compete this
year and be chief pit crew for
Russell Jamieson and what an
exciting string of events. We only
ended up third in the series due
to not getting our new kart only
weeks before the Eastern Creek
meeting and we did have trouble
getting use to the tuning. You
have to figure it out fast or you
start to burn dollars on pistons
and cylinders and not finishing
races. By the time we got to
Phillip Island we really had our
head around all of that and out
of the 48 karts entered we took
pole position by more than a
second a lap which is a lot.
We won all the races except one
and Russell is now starting to
show maturity in race strategy
which is so important.
We use an English made kart
from Anderson Karts and
you can check the web site
www.andersonkarts.com.
The engine is an inline twin
cylinder 250cc two stroke and
puts out around 95hp. It has a
top speed of around 245km per
hour, with a six speed gear box,
four wheel disc brakes and is so
much fun to drive. Russell set the
lap record for Superkarts that
weekend with a time of 1.32.06
which is over a second and a half
faster than Craig Lowndes V8
Supercar lap record of 1.33.6.
Casey Stoner has the Moto GP
lap record of 1.28.7
In a space of five months Russell
now holds the lap record for
Superkarting on the Morgan Park
track at Warwick, Eastern Creek
and now Phillip Island which
has never been achieved in the
history of the sport.
Cost comparison
V8 Supercar $500,000 plus
Casey Stoners Honda $x Millions
250cc Superkart $35,000
Fuel - $9.30 per litre
It certainly is a bit more expensive
than a new Gas Gas or Beta but
really gets the brain ticking once
you are on the track.
Russell still claims that trials
riding is much more frustrating
than Superkarts but is just the
cheapest fun you can ever have
with a great bunch of people.
WDTC member, Russell Jamieson is now arguably the hottest prospect in Superkart racing having set track records
at Warwick, Easter Creek and Phillip Island. So if you want to jump off the twin shock or modern trials bike and do
some crosstraining at more than 200km/h, talk to the Jamieson boys.
Trials moves forward in Queensland
By Mark Casey
With the new off-road facility
at West Wyaralong officially
opened on Sunday 18 December
there is now a new venue to run
trials and showcase the sport. A
number of man-made sections
have already been set by some
hardworking volunteers including
Motorcycling Queensland Trials
subcommittee members, Robert
Eyres and Andrew Carpenter.
According to Robert the position
of the trials grounds is ideal to
let people from other disciplines
see the sport. Andrew who also
serves on the WDTC committee
and Robert also helped organise
trials riders to demonstrate the
sport for Queensland premier
Anna Bligh.
Robert and WDTC’s Rowan
Gibson have also recently
visited Maldon Victoria to get an
understanding about the FIM
World round set-up for May next
year. Robert and Rowan will pass
on their knowledge to a group
of fellow Queenslanders who
have volunteered to observe and
officiate at the trial. It is a whole
new ball game with four officials
needed per section – a great
experience is in store no doubt.
When you need
a shovel get a
big one: work
gets underway
to set up trials
sections at West
Wyaralong.
More trials to ride in
The newly released 2012 trials
calendar has a new feature in
that a member of an affiliated
MQ club can ride in club trials
at other clubs. So instead of the
calendar having Logan River
Motorcycle Club (LRMCC) club
trial at Corcorans, Canungra on
19 February it is now written
as LRMCC trial to indicate it is
open to members of other clubs
who pay the entry fee. On some
occasions the supplementary
regulations may have a closed
to club trial which restricts that
event to club members. This
development gives riders more
opportunities to have some fun
and highlights the positive way
trials clubs co-operate.
Trials coaches
Work has started by MQ and
the trials sub-committee to run
a course for trials coaches.This
is a key aspect of any sport and
having some more coaches
in Queensland will be a great
result. All in all some great work
is underway for the sport thanks
to the leadership and efforts of
the sub-committee, MQ and the
clubs.
Left: Looks like fun: a variety of
obstacles makes up the first trials
section at West Wyaralong.
Trials world: more bikes and no stop rules
By Mark Casey
One of the big developments in
the world of trials is the move
by the Auto Cycling Union in
Britain to change its national
championship to no stop rules.
The move in the country where
trials was founded has attracted
plenty of controversy judging by
comments on trials forums. A
number of importers in Britain
were keen for the move and
some argue the no stop version
is more attractive for spectators.
The Scottish Six Days Trial has
been run for many years as a no
stop trial and attracts more
riders than it can handle and
a big following of spectators.
Another argument from
bike importers in Britain is
that no stop would mean
that minders would not be
required and in so doing
reduce the costs of running
a team. Queues are expected to
be reduced as well. On the other
hand many riders like the sport
the way it is and do not see the
need to change it. The fact any
stop meets a five is also criticised
and considered difficult to police.
For example if a rider gets
momentarily hung up on a log
it’s a five. While Britain is going
for no stop rules, my contact on
the trials ruling body in Ireland
says the stop allowed approach
will continue there. Certainly a
development to watch.
New machines
JTG has joined the list of trials
bike manufacturers with a new
machine weighing some 65
kilograms featuring extensive
use of aluminium. The Jotagas
bikes in 250cc and 280cc
capacities was developed by
seven time world trials champion
Jordi Tarres.
Another healthy sign for trials but
the sceptics might see there are
too many manufacturers for the
size of the market. Meanwhile
Gas Gas, Sherco, Beta and
Ossa have new models
on the show room floor
with updated features and
improvements.
The new Jotagas trials bike
has the rear shock mounted
at the side of the frame.
European vacation for trials fans
Richelle Gibson sent the newsletter some of the highlight pictures of the year including a selection from
the Scottish Six Days Trial (SSDT)that she attended along with husband Rowan.
Left: Mitch Green shows his colours at
the Scottish Six Days Parade and in true
Queenslander fashion is wearing shorts,
not a kilt.
Above: Trials greats Sammy Miller
and Gordon Jackson line up for the
SSDT.
Above: I like the long range tank:
Boyd Wilcocks and Mitch Green
pictured with Gas Gas works rider
Michael Brown at the SSDT.
Left: After his European vacation,
Rowan Gibson could still get over
the logs at the Australian Trials
Championships last October.
For Sale
Beta 2005
2005 Beta - in pretty good
condition, hardly ridden in
the last 3 years. Recently had a
complete service which included
full rear suspension re-build,
renewing of front and rear brake
fluids, new front shock-absorber
fluid, and engine check, all done
by Denis Lovett. Priced to sell
$4,200 ONO
Phone Russell Jamieson
0433 736761
Or Chryss Jamieson 0417 713409
Enclosed motorcycle &
camper trailer
3.1m x 2m size with single axle.
Mechanical override drum brakes.
Fits 3.5 bikes. Max height of
bikes 1.25m (Modern Enduro
weapons are too high)
Sleeps 2+2. Mattresses included.
Childrens beds are attached to
side & fold out. They are for
small children only.
Roof lifts up back & front and
canvas insert with windows &
screens fit space.
Large fold down bench on side.
60l tank under with battery
& pump ( for cleaning bikes).
Internal lights.
Well built but heavy - need strong
ute to tow. Registered May 2012.
$3,750 ono.
Contact Terry Telfer
Ossa 280 with one year
warranty
•Excellent condition 2011
Ossa 280i
•Fuel injected
•Well maintained
•Has balance of Ossa two
year factory warranty.
•Being sold due to change
over to the new 2012 Ossa.
The engine, traction,suspension
and build quality are amazing.
Was $8500.Now $7990
All stock standard and with the
smooth Fuel Injected 2 Stroke
engine.
Tidy 125 Sherco
Sherco 2010 125cc trials bike in
very good condition and has been
well maintained. It was not used
much this year (about three trials)
due to injury and is being sold for
a young clubman rider to move up
to a 250cc.
Ohlins TTX Rear Monoshock
and Marzocchi 40mm Front
Forks.
Contact Scott Carpeter Sherco/
Ossa Queensland on
0408 716428 or Mark Casey on
0407 174573.Trade in enquires
welcome through Scott.
This would be an ideal bike for a
youngster or beginner ride, being
light and easy to move around
with a nice reliable motor.
Was $6500, now $6250
Call Mark on 0407 174573 or
email [email protected]
Western Districts Trials
Club Inc.
(Affiliated with Motorcycling Queensland
and Motorcycling Australia)
2012 Membership Form
Member/Family Details
Surname:
Christian name/s:
M.A. Licence number:
M.A. Riding number
1:
2:
3:
4:
5:
6:
Contact Details
It is the clubs policy to communicate with you via your email address. Please make sure your email is correct
Address:
Postcode:
Home Phone:
Work Phone:
Mobile:
Mobile 2:
E-mail 1:
E-mail 2:
Agreement and Payment
If this application for membership into the Western Districts Trials Club Inc. is accepted, I agree to uphold all
the ideals and by-laws of the Club as set out in the Club Constitution.
 Family membership $30.00
 Licensed rider $18.00
 Junior $10.00
Signed:
Date:
Signed:
Date:
Parent/Guardian:
Date:
Club Use
Club Secretary:
Paid: $
Club Treasurer:
 Non Rider $10.00
WARNING! THIS IS AN IMPORTANT DOCUMENT WHICH AFFECTS YOUR LEGAL RIGHTS AND
OBLIGATIONS. READ IT CAREFULLY AND DO NOT SIGN IT UNLESS YOU ARE SATISFIED THAT YOU
UNDERSTAND IT. See previous page.
Western Districts Trials Club Inc.
(Affiliated with Motorcycling Queensland
and Motorcycling Australia)
Membership Form
1. I HEREBY AGREE with the organisations and bodies corporate whose name appears above (hereinafter
collectively caller “the organiser”) that I am by this agreement prepared to participate in Club activities at
various venues under the conditions set out in this document.
ACKNOWLEDGEMENT OF THE RISKS, DANGERS AND OBLIGATIONS
2. I ACKNOWLEDGE that motorcycle sport is dangerous and that by engaging in the sport and participating in
the Meetings, working bees and other club activities I take and am exposed to certain risks and dangers and
am under certain obligations as follows:
(a)
(b)
(c)
(d)
(e)
that I may be injured, physically or mentally and may be killed.
that my machinery or equipment may be damaged, lost or destroyed.
that other competitors may ride dangerously or with lack of skill.
that track or event conditions may be hazardous and may vary without warning or predictability.
that organisers, officials, landowners/track operators and any agents or representatives of those in
charge of the Meeting are frequently obliged to make decisions under pressure of time and/or events.
(f) that any policies of insurance of or in respect of my life or physical or mental health may be voided.
(g) that there may be no or inadequate facilities for treatment or transport of me if I am injured.
(h) that I have an obligation to myself and to others to compete safely and within the rules of competition.
INDEMNITY GIVEN TO ORGANISERS
3. IN CONSIDERATION of the acceptance of me as a club member in the Western Districts Trials Club activity,
I AGREE TO INDEMNIFY the organisers and each of them in the following manner:
(a) that I participate in the Meetings, working bees and other club activities and at my sole risk and
responsibility.
(b) that I accept the venue as it stands with all or any defects hidden or exposed.
(c) that I indemnify and hold harmless the organisers, their respective servants, agents or officials against
any actions or claims which may be made by me or on my behalf of by other parties for or in respect
of or arising out of my death or any injury, loss or damage caused to me or to my machinery or
equipment whether caused by negligence, breach of contract or in any other manner whatsoever.
Signed:
Date:
Signed:
Date:
Parent/Guardian:
Date:
End