The well known German photojournalist, Rainer Heise is now a Trials Guru VIP. He received his red cap, following the publishing of the recent Gustav Franke article. Rainer for many years contributed to ‘Trialsport’ magazine.
Rainer Heise is a VIP
Gustav Franke – Germany’s Champion
Since Trials Guru was founded in 2014, we have frequently mentioned Gustav Franke when celebrating the achievements of International trials riders. However, we have rarely been able to tell the story of Germany’s most successful trials rider, largely because so little information about him was available—until now.
Words: Steffen Ottinger; Trials Guru & Rainer Heise.
Photos: Gustav Franke Private Collection; Rainer Heise; Günter Sengfelder Archiv; Mike Davies; Phillip Hodges; Jason Batsford; Hartwig Kamarad; Barry Robinson; Jan Müller.
Acknowledgement: Trialsport Magazine, Deutschland.
In collaboration with both the respected motorsport author and enthusiast, Steffen Ottinger and well-known photojournalist Rainer Heise from Germany, we now bring you details of a rider that achieved much in his career, being a factory rider for Zündapp, the Bavarian motorcycle manufacturer that began production in 1917 founded by Fritz Ludwig Neumeyer in the city of Nürnberg.
Gustav Franke was born at Neudorf (Nowa Weis Mala), near Grottkau (now Grodków) in Upper Silesia. The German territorial borders were redrawn after 1945 and Silesia became part of Poland.
Very little was ever written about Franke in the UK motorcycling press of the time when he was actively competing in European trials. Especially events that featured in the Challenge Henri Groutars, from 1964 until 1967, which was to evolve into the European Trials Championship in 1968 and the fore-runner of the World Trials Championship in 1975. English rider, Don Smith on his factory Greeves is recorded as winning the inaugural challenge in 1964, but it was Gustav Franke that took the honours in 1965 and again in 1966 for Zündapp.
We will learn that Franke was a competitor who took his riding seriously, training and even carefully managing his nutrition.
Franke won the ‘Edinburgh Trophy’ in 1966 at the Scottish Six Days Trial for the best performance by a foreign rider. He finished in 42nd position on 114 marks on his 248cc Zündapp and a First Class award.
The other interesting fact is that Gustav Franke won the German Trials Championship no less than nine times in a career that lasted fourteen years.
Franke was runner-up in the Challenge Henri Groutars on three occasions, twice to Don Smith (Greeves and Montesa) and once to Sammy Miller MBE (Bultaco).
Trialsport:
We have been very fortunate indeed to be permitted to republish in English a comprehensive article on Herr Franke which first appeared in the highly respected German language magazine, ‘Trialsport‘ in issue number 501 of December 2017, at this time edited by Hans Greiner.
Trialsport magazine had reached a fantastic landmark with its 500th edition in November 2017. Originally the brainchild of ten times German Trials Champion, Felix Krahnstöver from Celle in 1976, the magazine has been the staple publication for trials news in Germany for over 50 years. But we went further – as Trials Guru often does. Using our ‘international friendships’ we have enlisted the help of Rainer Heise who adds extra details to our coverage, that readers will find very informative in both facts and the history of the sport.
Gustav Franke – the first European Trials Champion
– by Steffen Ottinger
World-Class in the Mid-1960s:
Gustav Franke is without doubt Germany’s most successful trials rider of all time.
During the 1960s, alongside the famous British riders Sammy Miller and Don Smith, he was one of the finest trials competitors in the world.
Gustav Franke was born on 4th December 1937 in Neudorf, near Grottkau in Upper Silesia. At the age of six, he, his parents and three siblings were expelled from Silesia following the Second World War. The family eventually settled in Stadeln, near Fürth in Bavaria.
Childhood Dream – Becoming a Boxer:
In his new home, Gustav trained as an automobile mechanic, a profession that led him into the world of motorsport. “Actually, I wanted to become a boxer, but my mother wouldn’t allow it” he recalled years later with a smile.
His next great ambition was to own a motorcycle. He saved diligently and, in 1953, bought a 125cc Hercules powered by an ILO engine.
His first modest trials competition came in 1957 with the Solidarität Motorcycle Club in Vach, riding a 175 cc Puch.
On 1st May 1960, Gustav won a gold medal in the second Aischgrund Reliability Trial. A few days later he competed in the Bayerns Berge Trial.
There he lined up against Germany’s leading riders, including Lorenz Specht, Volker Kramer, Günter Sengfelder and Siegfried Gienger, to name but a few.
By mid-June, after the fifth Roth Off-Road Trial, he stood on the podium of a major national event. Riding a 196cc Ardie, he finished third in Class III.
First Major Trial Victory at Bayerns Berge:
Bayrischzell in Upper Bavaria would become a lucky venue for the young rider from Stadeln, who had meanwhile acquired Hans Schlicht’s 250cc Zündapp.
On 22nd April 1961, at the 3rd ‘Bayerns Berge’ Trial, he achieved his first major victory.
In the event, organised by the Munich Automobile Club under sporting director Wiggerl Kraus, Franke defeated Erwin Schmider, Richard Hessler and Hermann Bitzer—all already well-established names in motorcycle sport.
After the second and final round of the German Trials Championship at the end of July 1961, Gustav Franke ranked third overall in the over-200cc class. More impressive successes followed throughout the year.
It was therefore only natural that, in March 1962, Gustav competed in Belgium’s traditional Lamborelle Trial, held near Brussels, not far from the historic battlefield of Waterloo. Georg Weiss, Zündapp’s motorsport manager, had taken notice of him. Franke did not disappoint, finishing as the second-best German rider in the Expert Class for smaller-capacity machines.
Three weeks later, he won the International Two-Day Trial at Holzkirchen, defeating reigning German champion Hermann Bitzer as well as the leading Swiss riders headed by Ruedi Wyss.
Further victories followed at Geroldseck, Schatthausen, the Westfalen-Lippe Trial, Altdorf, Garmisch-Partenkirchen, and in both championship finals at Lüneburg and Zirndorf.
On the afternoon of 30th September 1962, Gustav Franke became German Trials Champion for the first time.
Without interruption, he went on to win seven more national titles in the premier class through to 1969. After recovering from a foot injury, he returned once more in 1971 to claim another overall championship aboard a Zündapp.
Internationally, he continued his career in early March 1963 at the Belgian Lamborelle Trial, regarded as the ‘Mecca’ of continental European trials competitions. There he finished among the top ten.
Behind the dominant Sammy Miller, three more British competitors —David Clegg, Bill Wilkinson and Don Smith—filled places among the top six. At that stage, the Ariel and Greeves riders from Britain remained the benchmark, and they were not yet to be beaten.
Private Overseas Entry – Victory at Montbéliard, France:
Gustav also competed in two trials in France. At the beginning of June, he travelled to visit Hermann Bitzer in Grosssachsenheim, near Stuttgart. From there, the two set off privately for Montbéliard. Alongside competitors from Belgium, the Netherlands, Great Britain and France, they were the only two German riders entered in the event organised by MC Sochaux.
More than fifty years later, Gustav recalled one unforgettable detail of that weekend: “Heavy rain in the preceding days had caused the River Doubs to rise by more than half a metre. Yet one of the sections was laid out right through the river. It descended via steps into the water and climbed back out over a series of traverses. I walked the section in my boots, even though I was soaked to the skin. Under the water, I placed a stone about twenty centimetres high in front of the lowest exit step. I asked the eighteen-year-old Belgian, Ickx to stand exactly there, so I wouldn’t miss the hidden stone. It worked perfectly.”
The young Belgian was none other than Jacky Ickx, who would later become a two-time Formula One World Championship runner-up, winner of the 1983 Paris-Dakar Rally, and six-time victor of the 24 Hours of Le Mans. He had begun his motorsport career in trials riding.
Gustav was probably the only competitor to complete this demanding section without a single penalty. Across all thirty-six sections, he accumulated just thirty-one penalty points.
Hermann Bitzer was forced to retire and only learned at the finish that a German had won the event. It was indeed Gustav Franke’s first international victory. He finished ahead of the highly popular local favourite Claude Peugeot and Dutch rider Henk Vink, while Jacky Ickx placed eighth on a 100cc Zündapp.
At the end of the year, Gustav also competed in the now traditional Saint-Cucufa Trial, west of Paris.
1964 – A Sensational Start to the Henri Groutars Challenge:
The 1964 season began in the depths of winter, on 12th February, when the Zündapp factory team travelled to Namur, Belgium, for the opening round of the Henri Groutars Challenge. This prestigious competition was the forerunner of the later European and World Trials Championships.
Gustav Franke produced a sensation. With only fourteen penalty points, he won the event ahead of future motocross legend Roger De Coster and Britain’s Don Smith. For the first time, a German rider had defeated one of Britain’s elite trials competitors.
Two weeks later, the Zündapp team continued to the famous Lamborelle Trial. Around one hundred riders entered once again, including leading British competitors. Although Sammy Miller was absent this time, Don Smith, Bill Wilkinson and M. Taylor all took part.
Gustav Franke won again, finishing ahead of Wilkinson, Andreas Brandl and Smith.
However, Don ‘Cigarette’ Smith—the English chain smoker who was famous for lighting up cigarettes even during the competition, sometimes while riding through a section—struck back in the remaining rounds of the Challenge. On 1st March he won at Clamart in France, and three weeks later at Senne near Bielefeld, he again finished ahead of Andreas Brandl and Gustav Franke.
As a result, Smith won the overall standings of the opening international trials series. Nevertheless, twenty-six-year-old Gustav Franke finished second overall, confirming his place among Europe’s very best riders.
During the remainder of the season, he also competed successfully in numerous reliability trials. By the end of the year, he had finished third in the German Off-Road Championship in the capacity class up to 75cc.
In 1959, the regulations had introduced a special trials classification, with Oberste Motorradsport-Kommission (OMK) Trials Medals awarded in gold, silver and bronze. In 1964, Gustav Franke earned the gold medal in his capacity class.
Preparation—and a Few Clever Tricks:
Anyone who knew the Silesian-born rider understood that his success was not based solely on exceptional natural talent. Gustav approached every competition with determination and meticulous preparation.
He trained hard almost every day—not only on his motorcycle, but also on a bicycle and through intensive gym workouts to improve both fitness and endurance. His diet, too, was carefully tailored to the demands of competition.
By the time he arrived at the start line, Gustav was often already drenched in sweat from warming up. He would quickly change into dry clothing before tackling the opening section fully focused and physically relaxed.
He had also learned a few useful tricks from the British riders. For the extremely slippery rocks and fallen tree trunks—especially during the winter months—as well as the large submerged boulders found in river sections, Gustav fitted hobnails to the soles of his boots, giving him significantly better grip on difficult terrain.
Gustav Franke Defeats ‘The King of Trials’ – Sammy Miller:
The highlight of 1964 was still to come.
As he had done the previous year, Gustav travelled to Paris together with his Zündapp team-mates Günter Sengfelder and Andreas Brandl. On 15th November they lined up for the thirteenth A.M.S.C. International Trial of Saint-Cloud – Saint-Cucufa. For Gustav Franke, it would become the greatest success of his career to date.
For the first time, he defeated Sammy Miller, who was already regarded as a legend of the sport.
Although Gustav had already established a strong international reputation, Miller—coming from the ‘birthplace’ of trials riding—had by then won the Scottish Six Days Trial three times, claimed the Scott Trial on three occasions, and had dominated Belgium’s prestigious Lamborelle Trial every year from 1959 to 1963.
Franke finished level on points with the British ‘King of Trials,’ but won the event on a tie-break thanks to his superior performance in the final lap. Against a field of one-hundred and sixty riders from nine nations, his victory was nothing short of sensational in the world of trials riding.
Dominating the 1965 Henri Groutars Challenge:
Gustav carried his outstanding form into the following season.
The opening round of the 1965 Henri Groutars Challenge took place on 21st February, once again in the Paris area, this time at Clamart, only ten kilometres from Saint-Cloud.
Franke won convincingly ahead of Bill Wilkinson, Alfred Lehner, Don Smith, Günter Sengfelder, and Andreas Brandl. Around twenty-thousand spectators watched the remarkable performance of the German Zündapp team.
Just one week later, the second round was held at Braine-le-Château, near Brussels. Once again, the winner was Gustav Franke. He was followed by fellow Zündapp riders and compatriots Siegfried Gienger and Andreas Brandl.
When the final standings were calculated, three Germans occupied the top three places. Gustav Franke comfortably secured the Henri Groutars Trophy, followed by Andreas Brandl and Günter Sengfelder. Fourth place went to another Zündapp rider—the Belgian Jacky Ickx.
Later that season, Gustav won the International Trial of Sancerre, held on the Loire River in central France, before returning to Germany to compete successfully in several reliability trials.
Second Henri Groutars Title – Forerunner of the European and World Championships:
The third season of the Henri Groutars Challenge began on the 3rd October 1965 with the International Westfalen-Lippe Trial near Bielefeld.
Following a dispute after the 1964 event, Zündapp had officially decided not to enter a factory team. However, Gustav Franke was determined to defend his title and therefore competed regardless. He fully justified the confidence placed in him, winning convincingly ahead of Hans Cramer on a Maico.
The second round took place in mid-November at the International Saint-Cucufa Trial near Paris. This time, the British riders dominated. Sammy Miller, now riding a Spanish Bultaco, won ahead of Don Smith and Gordon Blakeway.
Franke was still recovering from a torn meniscus. Despite finishing only thirteenth, he earned five championship points, enough to retain the overall championship lead. The decisive final took place on 23rd January 1966 at Dison, near Liège.
Although Don Smith won the event itself, Gustav Franke once again achieved something remarkable – he finished ahead of Sammy Miller, beating the British champion by four penalty points.
In front of more than ten-thousand spectators, the competition was decided during the second lap. Gustav climbed from sixth place to second after recording just fourteen penalty points, compared with twenty-two for Smith and thirty-one for Miller.
This result enabled Gustav Franke to retain his lead over Don Smith in the overall standings and to win the Henri Groutars Challenge for the second consecutive time—the competition that effectively served as the unofficial European Trials Championship.
In 1967, the series was formally recognised and elevated to official European Championship status.
Competing in the Legendary Scottish Six Days Trial:
After successfully defending his victory at the Trial of Sancerre in France at the end of March 1966, Gustav Franke was soon drawn to an even greater challenge: the International Scottish Six Days Trial (SSDT). The event, held in the far north of Scotland, was being staged for the 47th time.
Carl Jurisch, the first German ever to compete in this historic trial back in 1937 on a 250cc DKW, supplied Gustav with a pair of suspension units from his own manufacture and asked him to fit them to the Zündapp.
In the days leading up to the event, Franke encountered several technical problems with his machine. He even worked on his motorcycle aboard the ferry to the UK—secretly, as all passengers were actually supposed to remain on deck.
Don Hitchcock, a rider from Folkestone who was one of Gustav’s rivals in the sections, but a remarkably helpful sportsman away from the competition, assisted him in obtaining a replacement flywheel.
Finally, on Monday 2nd May 1966, Gustav took his place on the starting line alongside around two-hundred competitors in Edinburgh.
Unfortunately, he crashed on the second day of the trial. From then on, he rode cautiously, determined above all to complete all six days of the event. He eventually finished in a respectable forty-second place overall.
After covering more than 1,500 kilometres and completing 180 observed sections, he accumulated 114 penalty points, enough to secure the ‘Edinburgh Trophy for the best performance by a foreign rider.
Unusually, the overall winner was not Sammy Miller but Alan Lampkin (BSA), brother of Arthur and Martin Lampkin. Miller finished second after collecting four more penalty points than Lampkin.
Looking back sixty years later, Gustav Franke reflected: “Despite the dreadful weather in the north of Scotland, it remains one of the finest experiences of my sporting career. For any active rider, the Scottish Six Days Trial has a unique attraction—but it is also an enormous challenge.”
His performance in the ‘homeland’ of trials riding earned Gustav Franke great respect and many admirers.
Runner-Up in the First Official European Championship:
Following several domestic competitions, the third International Swiss Alpine Trial at Oberiberg on 2nd October 1966 marked the opening round of the 1966-67 European Championship season.
Franke finished in third place, behind Don Smith and local favourite Ruedi Wyss.
One week later, the second major event of the series was held at Dison, Belgium. Smith won again, while Gustav was edged into third place by just one point by his friend Günter Sengfelder.
After a two-week break, the championship continued with the Westfalen-Lippe Trial near Bielefeld. Only the first day’s results counted towards the European Championship. Andreas Brandl won aboard a 100cc Zündapp, ahead of Smith, Franke and Sengfelder.
The championship finale was not held until 9th April 1967, once again in Sancerre, France. Having won there in each of the previous two years, Gustav appeared to be the favourite. This time, however, he had to concede victory to the young twenty-one year-old British Greeves rider Gordon Farley.
Although Franke comfortably finished ahead of his long-time rival Don Smith, Smith became the first official European Trials Champion in history.
Gustav Franke finished the inaugural European Championship as runner-up, followed by Andreas Brandl and Günter Sengfelder.
Before the championship finale, Gustav had also competed successfully in the prestigious trials at Clamart, near Paris, and the famous Lamborelle Trial in Belgium, even though victory narrowly eluded him.
Speaking about these events, Gustav later recalled: “The atmosphere at those competitions was incredible. Some sections were lined with thousands of spectators. Whenever a rider completed one without a single penalty point—regardless of which country he came from—he was rewarded with applause and deafening cheers.”
Runner-Up Again Behind Sammy Miller:
The 1967/68 European Championship began on 1st October with the fourth Swiss Alpine Trial at Oberiberg.
The podium was an all-British affair, Sammy Miller won ahead of Bill Wilkinson and Don Smith, while Gustav Franke finished fourth. As events unfolded, Miller contested the entire championship aboard his Bultaco, winning all five rounds.
Three weeks later, at the International Franconian Trial near Kronach, Miller again defeated Franke.
After further rounds at Dison and Clamart—where Gustav finished fourth and fifth respectively—the championship moved to Ashford in Kent, about sixty miles southeast of London, for the final in late April 1968.
Competing in the very birthplace of trials riding, Gustav Franke once again demonstrated his exceptional ability.
Before a crowd of approximately fifteen-thousand spectators, he rode a typically British course and completed thirty-one of the forty sections clean.
Only the seemingly unbeatable Sammy Miller finished ahead of him.
Franke left Gordon Farley, Don Smith, Bill Wilkinson and many other leading riders behind, earning second place and becoming European Vice-Champion for the second time.
Before the finale, Gustav had once again competed at Lamborelle in Belgium and in two French events. Having already won at Sancerre in 1965 and 1966, he claimed victory there once more.
Victory at the Home European Championship Round:
The fifth Swiss Alpine Trial at Oberiberg, in the Swiss canton of Schwyz, opened the 1968/69 European Championship on 13th October. Gustav finished fifth, two penalty points ahead of Switzerland’s Ruedi Wyss.
After an eleventh-place finish at Montbéliard, France, he arrived highly motivated for his “home Grand Prix” near Bielefeld on 3rd November.
His goal was clear: to defeat the increasingly competitive foreign riders on Spanish Montesa machines and the emerging Japanese Suzuki and Honda motorcycles. He achieved exactly that.
Riding his faithful Zündapp, Gustav narrowly defeated the British riders Don Smith and Dennis Jones, winning the European Championship round. In mid-January 1969, he finished fifth at Dison, Belgium.
In the final European Championship standings, Gustav Franke placed fourth overall, behind the British trio of Don Smith, Dennis Jones and Sammy Miller.
In February 1969, he again recorded excellent results at both the Lamborelle Trial and the International Trial at Clamart.
A Serious Accident Ends an Era:
On 19th October 1969, Gustav competed in the Franconian Trial near Kronach, the opening round of the 1969/70 European Championship. Despite finishing seventh, he was once again the highest-placed German rider.
However, early in the penultimate lap, tragedy struck. While travelling between two sections, his foot caught on a boundary stone, throwing him from the motorcycle.
Sammy Miller—like most British riders fiercely competitive during events but friendly and helpful away from the sections—helped Gustav back onto his Zündapp.
Despite severe pain, Franke fought on and completed the trial. Inevitably, he incurred an unusually high number of penalty points during the remainder of the event.
Immediately after crossing the finish line, he was taken to hospital. Doctors diagnosed an open fracture of three metatarsal bones in his foot. The injury sidelined Gustav for several weeks.
A Strong Return:
Gustav returned to international competition remarkably quickly. On 22nd February 1970, he lined up for the International Trial at Clamart. He immediately demonstrated that he had lost none of his ability.
Finishing fourth, he beat leading riders including Britain’s John Harris and the French competitors Christian Rayer and Claude Coutard, proving that he remained among Europe’s elite despite his serious injury.
Third Consecutive Victory in the International Alpine Cup – August 1970:
Gustav Franke also took part in the opening rounds of the 1970/71 European Championship season.
At the end of October 1970, he lined up on his Zündapp at Ebstorf, near Uelzen in northern Germany, and demonstrated that he had lost none of his remarkable trials ability. Riding two laps of twenty-two observed sections, he incurred only thirty penalty points, earning second place behind Britain’s Mick Andrews, who was riding the Spanish Ossa.
In February 1971, Gustav made his final appearance at Clamart, near Paris. He completed forty-five sections while conceding just eight penalty points. Nevertheless, three British riders and Jean-Marie Lejeune, the elder brother of future three-time World Champion Eddy Lejeune and finished ahead of him.
He bade farewell to Sancerre, the venue of three of his international victories, with an unfortunate second-place finish. Gustav and Lejeune ended the event on identical scores, but the Belgian was declared the winner because he had ridden one more section clean.
On the final day of May, at Oberdiessbach near Bern, Switzerland, Gustav was beaten for the first time in a European Championship event by the emerging younger generation of German riders. Both Felix Krahnstöver and Reinhard Christel finished ahead of him.
That was hardly surprising. After a long and exceptionally successful career, Gustav was now thirty-three years old, while his German teammates were only in their early twenties.
Yet neither Krahnstöver and Christel nor any of the German riders who followed them would ever again reach the front ranks of international trials competition.
For Gustav Franke, his appearance in Switzerland—and his final ninth place in the European Championship standings—marked the end of his international career.
He had earned the respect of the world’s best, challenging and often defeating the leading riders from Belgium, France, the Netherlands, Sweden and Switzerland—and even the seemingly invincible British stars.
By then, many of his greatest rivals, including Sammy Miller, Don Smith, Bill Wilkinson, and his Zündapp teammates Andreas Brandl and Günter Sengfelder, had also disappeared from the European Championship results. Their finest years were behind them, and Zündapp had withdrawn its official factory support from the sport.
In summary, one conclusion is both justified and unavoidable – Gustav Franke was the greatest German trials rider of all time. He also remains the only German rider to have consistently defeated the seemingly unbeatable British elite in international competition during the 1960s, placing him firmly among the very best trials riders in the world.
As mentioned earlier, Gustav added one final title to his remarkable record in 1971, winning the German Trials Championship for the ninth time, once again aboard a Zündapp.
He then brought his competitive trials career to a close.
Success and honours after his competitive Trials career:
Even after retiring from top-level trials, Gustav Franke never lost his passion for motorcycles. In 1979, riding a Bultaco, he competed in the OTP Seniors Cup.
His long-time coach and mentor, Willi Häpp of TMC Noris Nürnberg, pointed out that Gustav needed only a few more points to qualify for the gold motor sports badge with Diamonds, the highest distinction awarded in German motorsport.
Gustav responded by winning six of the eight rounds, securing both the Seniors Cup and the prestigious award.
Several years later, he changed disciplines completely and began racing classic road motorcycles. In 1992, he became German Champion.
Ten years later, at almost sixty-five years of age, he captured another German Championship while riding a 350cc Aermacchi in the Classic Motorcycle Grand Prix at the Hockenheimring. The Italian racing machine reached speeds of almost 200 km/h—a world apart from the slow-speed precision of trials riding, where balance and technical skill are paramount.
Gustav had painstakingly restored these motorcycles himself by hand, making it only natural that he would also want to race them. In 2012, he restored a 1938 Zündapp DS 350 for the Museum of Industrial Culture in Nürnberg.
Even today, he continues to restore historic motorcycles in the workshop behind his home, remaining faithful to the passion that began more than seventy years ago with his first 125cc Hercules.
More on Steffen Ottinger:
The author of this article, Steffen Ottinger, also wrote a comprehensive history of German trials riding, beginning with the very first Scottish Six Days Trial in 1907:
German Trials Riding – World-Class in the 1960s
While the book covers the origins and development of trials riding, its principal focus is on the evolution of the sport in Germany and, above all, on the extraordinary international successes achieved during the mid-1960s.
Alongside Gustav Franke, Günter Sengfelder and Andreas Brandl were among the riders who established Germany as one of the world’s leading trials nations during that era.
To produce the book, Ottinger spent several years gathering material, collecting contemporary reports, official results, photographs and other historical documents. As the Gustav Franke story demonstrates, he maintained close contact with many of the leading figures of that remarkable period.
The author has previously published several specialist books on motorcycle sport. Further information is available at: www.motorsport-geschichte.de
Editor’s Note:
It should be noted that almost all of Steffen Ottinger’s books are now out of print, including German Trials Riding – World-Class in the 1960s. (Deutscher Trialsport – Weltspitze in den 1960er Jahren)
Perhaps one day this important work will appear in English—or perhaps even in Spanish or Japanese language.
____________________
Rainer Heise on Gustav Franke and trials in Germany:
We contacted German photojournalist, Rainer Heise to ascertain if he had information on Gustav Franke. This turned out to be fruitful to say the least. Rainer was able to offer additional information which compliments Steffen Ottinger’s work on Gustav Franke.
Rainer Heise wrote: Before I get to Gustav Franke, I should tell you how trials originated in Northern Germany. I wrote an article about this in Trialsport magazine some time ago. I’ll just quote the most important parts and try to keep it as brief as possible. Just to clarify.
Carl Jurisch who was the first German to compete in the Scottish Six Days Trial, first learned about trial competition in 1936, when he competed in the ISDT in England on a water-cooled 500cc two-cylinder Puch. The following year, on orders from the NSKK (Nationalsozialistisches Kraftfahrkorps, the National Socialist Motor Corps), he was required to ride a German motorcycle, a DKW SB 250. The NSKK did not share his enthusiasm for trials riding, it preferred traditional off-road riding like the ISDT and considered trials riding nonsense. After all, it was an English motorsport!
After the second world war in 1945, Germany was divided into four occupation zones. The British zone included the northern part of Germany. After the war ended, the British Army remained in Germany with their motorcycle patrols, with their military G3L Matchless machines, and whatever else they drove, and were then allowed to ride their motorcycles for training or as a sport. So it was no wonder that this imported motorsport did not go unnoticed and caught the interest of German motorcyclists. In Lüneburg, for example, British motorcycle patrols didn’t just ride around the military training area.
The situation was similar in other British garrison towns, whether in the Lüneburg; Verden; Celle; Uelzen area or in Bielefeld. 1953 in the north, the Soltau Motorsport Club was among the first to embrace the concept of trials and organised several trials with great success. Motorcyclists from Lüneburg took part in the 1953 event at Soltau with their bikes for the first time.
In the spring of 1952, the MSC Wörpetal in Wilstedt, near Bremen was founded. They learned about trials from British troops stationed in Verden-Aller, and the MSC organized its first trial event in September 1953. This event was designated as an ‘off-road agility course’ so that it could take place without approval from the OMK (Oberste Motorsport Kommission, the Supreme Motorsports Commission). As a result, the MSC Wörpetal was among the earliest trial organisers in northern Germany and remains active in the sport to this day.
Enthusiasts and commuters alike rode the 350cc Horex ‘Regina’, the twin-piston Triumph ‘Cornet’, or the 250cc model; DKWs of various displacements; NSU models ranging from the 98 cc ‘Fox’ to the ‘Max’ and ‘OSL’; Adler, Zündapp, or just about anything with a Sachs or ILO engine. Of course, there were also tyres that were already useless on the road. Basically, anything with two wheels and an engine was put to good use. Under trial conditions, the motorcycles’ strengths and weaknesses became apparent. Compared to other machines, the Zündapp had the advantage of being robust and able to deliver power even at low RPMs—an invaluable advantage!
Finance:
In the 1950s, an office worker earned an average of 270 DM (Deutsche Mark), a first-year metalworker’s apprentice 25 DM, and a fourth-year apprentice 45 DM per month—not exactly enough to make a big splash. A 250cc Zündapp cost 1,475 DM, a DKW was around 1,700 DM, a NSU Max cost about 1,900 DM, and a BMW R25 cost 2,050 DM—so an English bike like an AJS 16C, priced at 2,600 to 2,800 DM, was far beyond the budget that a trials-riding enthusiast could afford and, for many, had to remain a pipe dream.
In 1955 many motorsports clubs in northern Germany recognized the potential of trials. With minimal effort, a club could captivate riders and spectators alike with a safe form of motorcycle competition. In Nürnberg, Carl Jurisch founded the Nürnberg Motorsports Association and worked tirelessly to organize a major trial event, which took place two years later.
In Lüneburg the local regional newspaper announced a new type of motorsport event originating in England called ‘Trial’ for October 6th, 1957. The day’s top performer, Gerhard Beyer, received a trophy, and the top three riders in each class each received a gold, silver, or bronze medal. Due to the event’s great success, the club planned to possibly hold two trials next year. Trial gradually spread throughout Germany. The schedule listed about twenty trials; they were held in Berlin, Hamburg, Saarbrücken, Mössingen, Butzbach, and Nürnberg—in short, spread across almost the entire country.
1957 – an important year:
1957 was an important year for German trial competition, as the Zündapp factory off-road riders: Best, Hessler, and Leistner were invited by the Belgian importer to compete in the tenth Lamborelle Trial, held on March 17th. The name of the historic Lamborelle Trial can be traced back to Dr. Eudore Lamborelle, the long-time sports president of the Belgian Federation. The event started in Ohain, 20 km south of Brussels.
Although, due to a lack of knowledge, the Zündapp off-road motorcycles had not been prepared for trials riding and were therefore not competitive. Richard Hessler finished 14th, Gernot Leistner 16th, and Hans Best 17th in the class up to 250cc. Nevertheless, the Zündapp team learned a great deal and applied this knowledge at the first trial in Nürnberg.
Because the OMK viewed trials riding as ‘child’s play’ and saw the sole value of off-road sports in completing a specific course within a set time, it did absolutely nothing for years to further the development of trials riding—such as increasing the course length for ‘n-g Trial’ which stands for ‘nicht genehmigungspflichtiges trial’ – which means: trial not subject to approval, license-free trial. clarifying licensing issues in the sport, establishing a championship, and other measures.
It wasn’t until 1958 that the OMK finally decided to organize an OMK Trial Cup—essentially a precursor to a trial championship. This was a mixture of a trial and off-road championship. It would be held in three zones—A (Berlin, Bremen, Hamburg, Lower Saxony, and Schlesweg-Holstein), B (Hessen, Nordhein-Westfalen, Rheinland-Pfalz and Saarland), and C (Baden-Württemberg, Bayern)—with two events in each zone.
The engine displacement categories (named as Wertungsgruppen) were I) up to 100cc, II) up to 200cc, and III) over 200cc.
The MC Nürnberg final trial, held on October 4th, 1959, turned out to be a terrible fiasco. The incompetent organiser sent ninety competitors out on a 5km loop with only four sections, which had to be completed ten times! Everything that could go wrong did go wrong. Some of the sections, laid out on sandy ground, were impassable; section boundaries shifted and were not corrected; the judges proved incompetent, counting incorrectly or even multiple times; the results were altered retrospectively—in short, the final competition was a complete disaster. Finally, the winners of the 1959 Trial Cup were determined.
Results:
1- Friedrich Müller, Nahrendorf, (DKW 250), 20 marks
2- Heinz Meyer, Lüneburg, (AJS 350), 22 marks
3- Horst Zurheide, Wüsten, (Triumph/TWN 250), 25 marks
4- Günter Sengfelder, Stein, (Zündapp 250), 25 marks
5- Hans Schlicht, Lauf, (Zündapp 250), 27 marks
6- Alfred Lehner, Nürnberg, (Zündapp 250), 28 marks
The OMK rules for ‘ng-Trial’ were unacceptable in many respects. As a result, several motorsports clubs joined forces to form a consortium so they could represent their interests to the OMK and founded TSG Nord (Trialsportgemeinschaft Nord), which was renamed to DTSG (Deutsche Trialsport-Gemein-schaft).
1960 – the OMK reconsidered its position and, for the first time and at long last, announced a competition titled ‘1960 German Trial Championship’ for licensed and non-licensed riders in the solo motorcycle category. It divided the course into 4 zones, established 3 competition classes (Wertungsgruppe) (up to 100, up to 200, and over 200cc), and set 2 preliminary heats and 1 championship trial for each zone. Furthermore, the lap length was set at 5 km and the total distance at 50 km; the number of sections was set at 30; the tyre type and scoring system were now standardized across the board as 1, 3, 5, and 20 points. German trials riders without licenses were again denied permission to compete in the thirteenth Lamborelle Trial on March 13th, 1960.
Deutsche Trialmeister 1960 (assessed points)
Wertungsgruppe I: 1- Lorenz Specht, 299; 2- V. Kramer, 294; 3- E. Müller, 294; 4- E. Hörmann, 288.
Wertungsgruppe II: 1- Siegfried Gienger, 298; 2- F. Müller, 297; 3- H. Müller, 291; 4- Günter Sengfelder, 288.
Wertungsgruppe III: 1- Alfred Lehner, 298; 2- H. Schlicht, 297; 3- F. Füg, 296; 4- M. Graf, 291.
And in 1960, for the first time, the name Gustav Franke appears in the championship standings list, in 21st place.
In 1961, the OMK made some changes to the scoring system, but the issue of the international classification into juniors and experts still had not been satisfactorily resolved. The two final rounds in 1961 met the riders’ expectations in terms of organization and sections. To everyone’s surprise, the participants from the organizing Nürnberg club did NOT inspect the sections — had someone perhaps? In any case, the 1961 German Trial Champions were ultimately determined.
| Wertungsgruppe I |
| 1 – Lorenz Specht |
| 2 – Alfred Lehner |
| 3 – Dieter Weber |
| 4 – Ernst Müller |
| 5 – Volker Kramer |
| Wertungsgruppe II |
| 1 – Günter Sengfelder |
| 2 – Paul Guse |
| 3 – Wilhelm Wolfes |
| 4 – Ralf Kopetzki |
| Wertungsgruppe III |
| 1 – Hermann Bitzer |
| 2 – Hans Schlicht |
| 3 – Gustav Franke |
| 4 – Hans Müller |
| 5 – Horst Andres |
Then came an important announcement, the German manufacturer, Hercules built a trial-specific model for Alfred Lehner, designated the 102 TR. With a wheelbase of 1,190 mm, 3.00×21” and 3.50×18” tyres, 110/100 mm of front/rear suspension travel, and a weight of 75 kg including 3 liters of fuel, it remains a one-of-a-kind model—unfortunately, there were no plans for a production run.
Zündapp built a model for Jacky Ickx of Belgium. Technical Specifications were: Single-cylinder two-stroke engine with 50cm, 4.2 PS/7,000 min, 4-speed transmission, steel tube/die-cast frame. Tyres: 2.50/2.75 x 19“ front, 3.00 x 18” rear; hydraulically damped telescopic fork; long swingarm with hydraulically damped shock absorbers at the rear.
An important event calls for a brief look back. On March 18th, 1962, the fifteenth Lamborelle Trial took place and there was a trend toward smaller engines. Almost all the English bikes were available with smaller displacement. For the first time, there was a class up to 50 cc, which Jacky Ickx won on a Zündapp.
Results 1962 Lamborelle Trial:
Class 50cc: 1 – Jacky Ickx (B – Zündapp)
Class under 250cc: 1 – John Giles (Triumph 32 marks); 2 – R. Vanderbecken (B – Triumph 35 marks); 3 – Bill Wilkinson (GB – Greeves 36 marks); 4 – Alfred Lehner (D – Hercules 81.2 marks); 5 – Gustav Franke (D – Zündapp 91.4 marks); 6 – V. Kramer (D – Zündapp 100.4 marks; 7 – Siegfried Gienger (D – Zündapp 105.1 marks); 8 – W. Wolfes (D – Maico 112.5 marks)
Class over 250cc: 1 – Sammy Miller (GB – Ariel 15 marks); 2 – A. Colin (B – AJS 58.8 marks) 3 – Günter Sengfelder (D – Zündapp 68 marks).
The second, decisive final trial for the German trials championship took place on September 30th, 1962, in Zirndorf, near Nürnberg. The course there was obviously too long, which meant, first, that the required average speed was too high, and second, that a lot of riders racked up time penalty points. Third, a protest regarding this issue could not be filed because other protests still had to be heard and the awards ceremony had already begun. All in all, it was an unpleasant experience and not a nice way to end a championship, even though the riders largely approved of the sections. With that, the title was decided. In group III (>200 cc) it was Gustav Franke again. This year, after the Lamborelle trial, he became a factory rider for Zündapp.
1963 the controversy over the excessive route length, the overly fast lap times, and the time penalty points distributed in Zirndorf was still lingering. Finally, race director Radtke conceeded that the course was 6 km longer. No one could follow the recommendation to purchase a trial gearbox for their bike. Such gearboxes weren’t available for private riders of Hercules or Zündapp models, and certainly not for other brands. And with the higher lap averages, a trial turns into a timed off-road race.
German Championship 1963
| Wertungsgruppe II |
| 1 – Günter Sengfelder, 400 |
| 2 – K. Augustin, 396 |
| 3 – Siegfried Gienger, 393 |
| 4 – H. Mayr, 291 |
| 5 – P. Guse, 192 |
| 6 – H. Graf, 189 |
| Wertungsgruppe III |
| 1 – Gustav Franke, 400 |
| 2 – H. Cramer, 394 |
| 3 – H. Bitzer, 391 |
| 4 – W.Piepho, 383 |
| 5 – R. Lienert, 380 |
| 6 – K.H. Peine, 377 |
But there were also some positive developments. FIM delegates from Belgium, Germany, France; Great Britain and the Netherlands got together and created the European team trial cup, the ‘Henri Groutars International Trial Trophy’.
1964 of the 7 rounds, the best 5 will count, and, for the first time, licensed and non-licensed riders will be scored separately. Licensed riders will compete for the title of ‘German Trial Champion’ – while non-licensed riders will compete for the title of ‘Best Non-Licensed Trial Rider’. Within a very short time, Namur in Belgium was designated as the venue for the Henri Groutars Cup in place of Ohain, where the Lamborelle trial took place; at the urging of the British, the Henri Groutars Cup was changed from a team competition to an individual competition. For the first time, Gustav Franke managed to finish an international trial as the top-scoring rider. The sections—they were top-notch. In terms of attendance, Namur did not set a record.
Results Namur 1964:
| 1 – Gustav Franke, (D – Zündapp -14) |
| 2 – Roger De Coster, (B – Gillet -16) |
| 3 – Don Smith, (GB – Greeves, 18) |
| 4 – Andreas Brandl, (D – Zündapp – 29) |
| 5 – A. Lehner, (D – Zündapp – 41) |
| 6 – Lorenz Specht, (D – Zündapp – 42) |
Results German Championship 1964:
| Wertungsgruppe I |
| 1 – Andreas Brandl, 500 |
| 2 – Lorenz Specht, 496 |
| 3 – L. Holy, 488 |
| 4 – R. Kopetzki, 292 |
| Wertungsgruppe II |
| 1 – Günter Sengfelder, 499 |
| 2 – Siegfried Gienger, 496 |
| 3 – G. Hillmann, 483 |
| 4 – H. Meyer, 196 |
| Wertungsgruppe III |
| 1 – Gustav Franke, 500 |
| 2 – Cramer, 495 |
| 3 – Wolfgang Zahn, 492 |
| 4 – H. Andres, 485 |
Finally – Zündapp – What happened?
We asked Rainer Heise on his views as to why we never saw a production trials model from the company:
Rainer Heise: “Unlike the commercially extremely successful Spanish Bultaco Sherpa T model, to the best of my knowledge, there was not a single Zündapp trial motorcycle that an interested buyer could have purchased during the sixties and seventies.
Of course, there had already been numerous private riders on Zündapp machines. These were either older models, perhaps former factory machines ridden by factory employees. Officially, Zündapp had never again produced such specialty machines.
In the 1960s, you could certainly feast your eyes on the bikes ridden by Andreas and Franz Brandl, Siegfried Gienger, Lorenz Specht, Sepp Wolfgruber, Günter Sengfelder, Gustav Franke, and others—photograph them, make sketches of them, and take home ideas for customizing your own bike. But going to the nearest dealer and buying one was simply impossible. So serious trial riders had only one option left – build it themselves!“
“That’s also why there were so many ingenious and sophisticated custom-built bikes based on Hercules, NSU, Rixe, Zündapp, and others—because an AJS 16C, BSA Goldstar, Francis-Barnett, Greeves, or Triumph Tiger Cub—those were things from another universe and reserved for only a select few.
I could only speculate as to why Zündapp handled it this way. Was management afraid that amateur trial riders would steal the thunder from the factory riders? Was the projected production volume of trial motorcycles simply deemed too small? Was there a lack of production capacity, or were they afraid they wouldn’t be able to sell the motorcycles? Speculating about this today is really pointless.
But now I know the reason why. It was after I found a letter in my archives from Zündapp-Werke dated 1969 in which they pointed out the immense costs associated with each special-edition model. And since the sales volumes for trial models in Germany are extremely low compared to production motorcycles, these costs increase even further. With twenty to fifty participants, low spectator numbers, and little coverage in the press and on television, the special production of trials bikes is not justified. And all this at a time when fewer and fewer motorcycles were being sold.
The 1965 Zündapp Works Trial 250 for example is an absolute rarity in the history of motorcycles. It was not a production model available on the market, but rather a factory prototype developed exclusively for professional trials competitions. Zündapp built these machines in extremely small numbers at its research department exclusively for factory riders such as the legendary Gustav Franke. Zündapp never included a trials bike in its official product lineup, unlike the GS enduro models up to 175cc.
In 1984, with eleven-thousand unsold mopeds and thirty-five million DM in debt, Zündapp finally threw in the towel and sold the production facilities—lock, stock, and barrel—to China!“
Challenge Henri Groutars:
Named after the Belgian Vice-President of the Fédération Internationale de Motocyclisme (FIM), the Challenge Henri Groutars would be the platform for future championships, namely the European Trials Championship in 1968 and then the World Trials Championship in 1975. Henri Groutars served as the Belgian sports president from 1945 to 1954. He died in 1959 but had worked tirelessly to put the ground rules together for a European Trials Championship of which the inaugural series began in 1964. The first winner of the Henri Groutars trophy was the Englishman, Don Smith on his factory Greeves.
The following are the podium placements of the Challenge Henri Groutars from 1964 to 1967:
1964: 1. Don Smith (GB – Greeves); 2. Gustav Franke (D – Zündapp); 3. Andreas Brandl (D – Zündapp).
1965: 1. Gustav Franke (D – Zündapp); 2. Andreas Brandl (D – Zündapp); 3. Günter Sengfelder (D – Zündapp).
1966: 1. Gustav Franke (D – Zündapp); 2. Don Smith (GB – Greeves); 3. Sammy Miller (GB – Bultaco).
1967: 1. Don Smith (GB – Montesa); 2. Gustav Franke (D – Zündapp); 3. Andreas Brandl (D – Zündapp).
The following are the podium placements of the official FIM European Trials Championship from 1968 to 1974:
1968: 1. Sammy Miller (GB – Bultaco); 2. Gustav Franke (D – Zündapp); Bill Wilkinson (GB – Greeves).
1969: 1. Don Smith (GB – Montesa); 2. Dennis Jones (GB – Suzuki); 3. Sammy Miller (GB – Bultaco).
1970: 1. Sammy Miller (GB – Bultaco); 2. Gordon Farley (GB – Montesa) 3. Lawrence Telling (GB – Montesa).
1971: 1. Mick Andrews (GB – Ossa); 2. Malcolm Rathmell (GB – Bultaco); 3. Gordon Farley (GB – Montesa).
1972: 1. Mick Andrews (GB – Ossa); 2. Malcolm Rathmell (GB – Bultaco); 3. Martin Lampkin (GB – Bultaco).
1973: 1. Martin Lampkin (GB – Bultaco); 2. Mick Andrews (GB – Yamaha); 3. Malcolm Rathmell (GB – Bultaco).
1974: 1. Malcolm Rathmell (GB – Bultaco); 2. Ulf Karlsson (S – Montesa); 3. Mick Andrews (GB – Yamaha).
Bibliography, credits and acknowledgements:
Steffen Ottinger – Author for original work and text – Gustav Franke article.
Cycle World – 1966 – Zündapp advertisement.
Rainer Heise – For additional information and photographs
Trialsport –
We are most grateful to Trialsport for their permission to republish Steffen Ottinger’s article from 2017 and other articles by Rainer Heise, first published in Trialsport. From 2024 Trialsport has been edited by Mona Pekarek. With the downturn in demand for magazines world-wide, Trialsport is no longer a paper magazine, but has taken the leap of faith to become totally online. Full details are available on their website: trialsport.de
‘Gustav Franke – Germany’s Champion’ is the copyright of Steffen Ottinger and Trials Guru, with additional information supplied by Rainer Heise.
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
Rory’s SSDT Selection
Recently we came across a tranche of old photographs taken at the Scottish Six Days Trial (SSDT) in the early 1950s.
We couldn’t find out who took them, so we used the power of social media to try and find out the source.
During these enquiries, we were contacted by Mayanne Macgregor of the Isle of Skye who thought they may be those taken by her father, Rory Macgregor. However, this turned out not to be the case, but Mayanne and her father, Rory gave us permission to publish the photos they have kept in an album since 1959.
Rory Macgregor worked for the Forestry Commission at Inchnacardoch forest around 1958/59 which allowed him to take some shots of the SSDT, mainly at ‘Foyers’ (South Loch Ness) and ‘Auchterawe’ (Fort Augustus) sections.
We are grateful to the MacGregor family for the exclusive use of their photographs.
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‘Rory’s SSDT Selection is the copyright of Trials Guru and Mr. Rory MacGregor.
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
SOO22D – this factory Greeves is still around
Words: Trials Guru; Roy Kerr; John Pearson & Don Morley.
Photos: Derek Soden; Terry Heath; Ken Haydon; Barry Robinson’s Estate; Eric Kitchen; Roy Kerr; Barbara Kerr; Gary Bamford; Pat Trafford & Don Morley.
Read Time: 20 minutes approx.
In the 1960s, every major trial motorcycle manufacturer relied upon its factory riders to demonstrate the capabilities of its machines in competition. Week after week, these highly skilled competitors carried the hopes of their respective marques, riding specially prepared “works” machines that often differed considerably from their production counterparts. Once superseded, a fortunate few found their way into private ownership, but many more disappeared forever, broken for spares or dismantled within the competition department. As a result, genuine factory trials machines from the 1960s are today among the rarest survivors of the sport. When they are discovered, it is usually very challenging to confirm their provenance due to the passage of time.
Preserving history:
We like history to be preserved and came across one such ‘works’ bike that has survived, having been sold into private hands by 1969.
The machine in question is a 1966 Greeves Anglian, registered by ‘Invacar Limited’ the company name of the brand ‘Greeves’ built in the village of Thundersley in southeast Essex. It was registered as SOO22D in November 1966 but with some confusion as to its engine capacity, originally with 252cc then altered to 247cc. The prefix ‘OO’ relates to Chelmsford, the county town of Essex, and the main registration authority at that time. The company registered a brace of Greeves machines at this time all bearing ‘SOO’ numbers and allocated these to their supported riders. This included Bill Wilkinson, Don Smith, Derek Adsett and of course Jim Sandiford.
SOO22D was issued to Lancashire based Greeves rider, none other than James Albert Sandiford who would later import Montesa Motorcycles at his Bury premises, but at this time he was a contracted Greeves trials and ISDT qualifier and team member. Jim had his business, registered as James Sandiford (Motor Cycles) Ltd at 30-36a Walmersley Road, Bury from where he ran his dealership and a mail order spares and accessories service. Sandiford was known to be a serious competitor with a desire to win whether that be at a one-day trial or as a British team member in the ISDT, be that as a Vase or Trophy member.
Part of the frame number of SOO22D identifies it as a ‘THSB’ which usually relates to the later 1967 Greeves Anglian model but remember this is a factory machine and more likely to be a pre-production version, dare we suggest – prototype.
For historians and enthusiasts alike, the old buff-coloured logbooks remain invaluable, often providing the only surviving record of a machine’s early life. In the case of SOO22D, however, the documentary trail ends surprisingly soon after the machine left factory ownership. The evidence suggests that Jim Sandiford acquired the Anglian from Greeves before selling it through his dealership into private hands in 1969 to James Stephen Taylor of Bamford, Rochdale. After this owner the trail went cold for some years and of course details of subsequent owners are unknown.
However, the trail of the Greeves ownership was re-established by the machine’s V5C issued by Swansea which revealed that it had been owned by Stanley Robinson of Rossendale, Lancashire in February 1986 and then Edward Banks of Knutsford, Cheshire in May 1990 around the time of the Pre65 Scottish trial.
Journalist, John Pearson had been loaned SOO22D for the 1990 Pre65 Scottish Trial at Kinlochleven and did a short article for Classic Bike Weekly, a section within Motor Cycle News. Stan Robinson had willingly loaned the machine and from that article we can deduce that the Anglian sported a nineteen-inch rear wheel when new. Robinson replaced the rim with an eighteen inch version, due to the scarcity of nineteen-inch tyres by then.
John Pearson, a former The Classic Motor Cycle and Classic Bike editor commented: “I had actually forgotten about riding SOO22D back in 1990. Stan Robinson had such a fabulous collection of motorcycles. I rode several of Stan’s bikes in the pre-65, all original. He kept his bikes in a massive loft over his premises, with the only way to get them in and out was in a highly secure lift. He had numerous road racing and scrambles machines as well as the trials bikes. A real treat to walk round them with him.”
Sadly, the ex-factory Greeves didn’t carry rider Pearson very far as the ignition packed in after attempting just three groups of sections. Possibly due to elderly electrics having given up at twenty-four years of age. Jim Sandiford at that time was still riding the Pre65 Scottish on his BSA B40 and was on hand at the start for a short photo shoot with John Pearson at the start together with the factory Greeves.
For a motorcycle that began life as a factory competition machine, a type of motorcycle so often used hard and discarded, its survival is remarkable. Equally remarkable is the fact that enough documentary evidence has survived to allow much of its history to be reconstructed, linking one of Greeves’ genuine works Anglians with one of the company’s and Britain’s most respected riders.
Provenance:
With the help of contemporary Motor Cycle News reports, a previous owner was able to document Jim Sandiford’s weekly results on SOO 22D between November 1966 and January 1967.
On 13 November 1966, Jim took the new Greeves to France to compete in the International St. Cucufa Trial, organised by the Amicale Motocycliste de Saint-Cloud held in woodlands called Bois de Saint-Cucufa, to the west of Paris. A popular event with British riders, it formed a round of the Challenge Henri Goutars, the forerunner of the European Championship. Sandiford finished a very creditable fourth overall losing twenty marks, with team-mate Don Smith (Greeves) taking the victory on eleven marks and Sammy Miller runner-up two marks adrift. French champion Christian Rayer also on a Greeves was third on nineteen marks. As the new Anglian had not yet been registered, it competed using the registration number from Jim’s previous works Greeves. [1]
The following weekend, on 20 November, Sandiford rode the Anglian to victory in the Pennine Trial, beating Northern Centre rider Stan Cordingley by a single mark. The Greeves was officially registered as SOO22D two days later, meaning it had yet again competed under another machine’s registration number.
Having qualified for the 32nd British Experts Trial at Llandrindod Wells on Saturday, 26 November, Sandiford entered the Greeves as a 249cc machine. Riding number 26, he finished thirteenth overall and earned a coveted First-Class Award. The following day, he was back in action at the St. Helens Club Traders Trial, where Stan Cordingley reversed the previous week’s result, taking victory with Sandiford finishing runner-up.
Championship Success:
The Cotswold Cup followed on 4 December, where Sandiford and the Greeves again secured a First-Class Award. A week later, on 11 December, losing fourteen marks they finished runners-up in the Northern Experts Trial, won by Derbyshire rider Norman Eyre on six marks riding a Bultaco Sherpa. Third place was taken by Malcolm Rathmell on fifteen marks on his Triumph Cub.
These consistent performances throughout the closing weeks of the season secured Jim Sandiford the 1966 ACU North Western Centre Championship aboard the new Greeves Anglian, marking an impressive debut campaign for the machine.
Scottish Six Days:
In the 1967 Scottish Six Days, Jim came home in seventh position on fifty marks on SOO22D which was listed as a 254cc, in fact he equalled teammate Don Smith’s score. The eventual winner being Sammy Miller on his 252cc Bultaco who also took the 251-350cc award. The following year, Sandiford would be similarly Bultaco mounted at the SSDT and Don Smith would also defect from Greeves to ride a Montesa.
On Saturday October 28th 1967, Sandiford took the Greeves to runner-up spot in the grueling Scott Trial, Sammy Miller was the eventual winner and Bill Wilkinson, riding SOO23D was best on time. The Best one-make team went to Greeves with members Sandiford (SOO22D); Wilkinson (SOO23D) and Derek Adsett (SOO57D). [2]
SOO22D didn’t ‘retire’ after Jim Sandiford moved away from riding for Greeves, evidenced by the significant wear and tear to the underside of the chassis, this machine had been well used. It also didn’t show signs of being modified from its original 1966 specification either. The frame number corresponded with the original registration booklet as did the engine. The Anglian used the tried and trusted Villiers 37A engine with Greeves own aluminium alloy cylinder barrel and head. These were supplied as complete units from Villiers with cast iron barrels which Greeves removed and fitted their own components. The standard Anglian was a 66mm x 72mm configuration which gave 246cc cylinder capacity. However, as stated when registered, SOO22D’s records indicated a 252cc engine. To give this capacity, the engine would have required a piston of 66.8mm diameter. Cylinder lubrication at that time would be achieved by using two stroke oil at a ratio of 16:1 and no doubt using Shell Lubricants as Greeves had an agreement with the petrol giant at that time.
Carburation is taken care of by an AMAL 26mm model 626 concentric instrument, however it is assumed that perhaps a Villiers instrument was used when Jim Sandiford rode the machine. Period photographs don’t reveal very much as the Greeves had a fabric cover over the inlet area stretched back to the rear subframe. Greeves riders also used AMAL monobloc carburetors at this time.
The front suspension is taken care of by a set of Ceriani forks, by 1966 the preferred component by the factory riders, all of whom removed the signature ‘banana’ forks. However, this modification did not ensure the correct steering result due to the alloy beam front frame. In fact, factory rider Bill Wilkinson deployed the yokes from the Greeves Challenger scrambles model which he said made his Anglian ‘steer like it should have’. Wilkinson had been issued with SOO23D in 1966, the sister bike to Jim Sandiford’s Anglian and only two digits difference between frame numbers.
Why the Anglian?
The Anglian model was Thundersley’s response to the growing Spanish Armada of the sport, with Bultaco having established its dominance with Sammy Miller and others in the British and European Championship hence the Greeves supported riders were all issued with an Anglian. This didn’t really impress their number one rider, Don ‘D.R.’ Smith who would eventually have a falling out with Bert Greeves and subsequently change his alliance to the Spanish Montesa manufacturer in 1968. Part of this was brought on by the sheer stubbornness of Mr. Greeves to retain the cast aluminium front frame beam which was regarded as part of Greeves competition heritage. The front frame made this way did not allow for any experimentation with steering angles, when compared to a fully tubular chassis design. This reluctance to change, or even experiment, frustrated Smith who voted with his feet, first of all riding a private Bultaco before signing for Montesa.
It is possible that Jim Sandiford had similar thoughts, given that he left Greeves around the same time as Smith to ride the Bultaco.
Yorkshireman, Bill Wilkinson on the other hand was comfortable riding the Anglian and indeed took his 1968 model (WWC169F) to victory in the 1969 Scottish Six Days Trial, beating Sammy Miller in the process.
The Greeves Anglian was to become a last-ditch attempt to stem the Spanish invasion of trials, history records that it failed to do so. Their efforts were noble as they wanted to uphold British industry honour, but the Spanish were more innovative and were producing machinery that gave even mediocre riders results!
SOO22D today:
Current owner, Roy Kerr takes up the story: “Living in Savannah, Georgia and working for JCB, I was in the middle of a full strip down and rebuild of a very early 1968 Bultaco Sherpa M49 and was on eBay looking for some parts, when in the search results appeared a Greeves Anglian trials bike.
On looking at the details of the auction there was mention that the bike was an ex-factory bike ridden by Jim Sandiford. On further investigation, there were some very clear images of the bike. These images showed clearly the serial and registration information of the bike and an image of some of the bike’s history.
The bike was listed at offers over $545, so I added it to my watch list whilst I did a bit more research on this interesting Greeves.
I was able to find images of Jim Sandiford riding the bike in a few events and it was clearly the bike with the registration of SOO22D. I also had a chat over the internet with my friend of fifty years John Moffat, who did a bit of digging as well for me.
In contacting the owner, Steven Lawrence in Alamo, I established he purchased the bike in 1999 in the UK and shipped it over to California, where the bike was kept with a number of other Greeves motorcycles, the guy was indeed a Greeves fanatic.
The bike had been ridden by him in Californian classic trials up until quite recently, but he was not a serious trials rider purely social and for fun.
As luck would have it, I ended up the winner of the bike, which was the result I was after and I paid the ‘right money’ for the Greeves. I really wanted this bike, as I had known Jim Sandiford from the days when my family were Montesa dealers, and I won my Scottish Trials championship in 1980 riding the Sandiford 349 Montesa.
I obviously knew Caroline and Martin Sandiford from my time with Trail Tech Products. I just thought it would be right to purchase the bike and bring it home.
After winning the bike and money changing hands, I had to find a reliable shipper to get it from California to Georgia, a real Coast to Coast trip. Fortunately, I found a reputable motorcycle shipper and soon after the bike was in my garage.
As part of the sale in November 2019, the owner sent me by UPS a folder containing all the history he had collected on the bike. This is good evidence of the providence of the ex-works Greeves.
To my amazement, the green logbook was in the folder which has been laminated due to the age and state of the document. This shows the bike was first registered to Invacar Ltd, Church Rd, Thundersley, thus confirming it as a factory machine. On first registration, the logbook had been signed by Derry Preston-Cobb, Bert Greeves’ cousin, and a company director.
The date of first registration was November 22nd, 1966, which is very spooky indeed because November 22nd is my birthday and that was my sixth birthday! In the folder there was also a full list of the history of Jim Sandford’s time with the Greeves.
It shows that Jim had ridden the Anglian unregistered on November 13th in a trial in France, his first ride on it when it was legally registered was on November 26th.
There were some images of the bike with Jim on it in the Welsh 3 Day and the Mitchell trial and numerous press articles of Jim and the bike.
I shipped the Greeves back to the UK in April 2022 as I was coming back to England continuing my work with JCB having fulfilled my stint in the United States.
Trials Guru’s John Moffat gave me a helping hand to ensure the DVLA at Swansea reallocated the original SOO22D registration number to the bike and John did this on my behalf when I was still in America.”
What then?
Kerr: “My intention was not going to go full tilt on the restoration of the bike I intended to tidy it up and was to keep it as it was and as it would have been ridden by Jim.
What is ironic about the purchase of the bike is that I found it looking for parts for the first model M49 Bultaco built, its serial number was M4900028 and it was registered as a 1967 model year bike and sold to its first owner in Los Angeles in 1968. Jim stopped riding for Greeves and went to Bultaco to ride a Model 49 in November 1967! So, I’ve one bike Jim competed on, and the other is the make and model he went onto ride from the Greeves.
What was I doing in North America? I transferred over to North America in September of 2017 into the position of Vice President, Product Support responsible for parts and warehouse operations, technical and field service support and technical training. This kept me fairly busy and a motorcycle is a way for me to switch off.”
Scott Ellis:
“After inspecting the frame and cycle parts closely and shipping the Greeves back to the UK, I enlisted the help of my friend and former colleague at JCB, Scott Ellis to assess the state of play. To be honest it didn’t look too good at all, the lower frame had been poorly repaired by brazing, broken and repaired again, this would have to be addressed. Scott stripped the bike and fully rebuilt the engine and gearbox.
I purchased another frame with the intention of riding the bike. Scott assembled the bike using the new frame and made it a runner. The original frame was painted and stored safely with the intention to rebuild the bike in the original frame in the future. The frame was repaired properly by Steve Gagg who removed a section of the lower area, to replace the tubing and make it strong again.”
Greeves Motorsport:
“Time marches on of course and my stay in North America ended up being seven years. By the time I returned to the UK in 2024, my thoughts and intentions of competing the Greeves turned to that I should really restore the bike back into the original chassis.
That idea sat in my head until late 2025 when I contacted Gary Bamford at Greeves Motorsport Ltd at Moreton Valance in Gloucestershire, to see if he was interested in rebuilding the bike to a high standard, using the original chassis and to fit a new engine cradle and repair the rear mudguard loop.
Gary gladly took on the task, and he and his team did a top job in building the bike back into the original chassis.
A new alloy fuel tank was sourced from Tony Holt at Holtworks from Mayland in Essex and painted by the late Ally Grant’s ‘Bike Paints’ at Cupar Muir, Fife and I carefully stored it for the time I was going to one day rebuild the bike.”
Roy admits that because of restoration and repair work which was necessary it could be argued that the Greeves is not totally original, but which former ‘works’ trials machine is ‘original’? The factories habitually replaced all components week by week as necessary and that included complete chassis, cycle parts and of course, engines. It has often been muted that the items between the front and rear registration numbers changed regularly.
Having said that, SOO22D is as close to the specification when Jim Sandiford received it in November 1966 and to have a machine like that is good enough for most enthusiasts of the marque.
Roy Kerr is a canny Scottish border’s lad, a former Scottish Youth Senior (1977) and Adult (1980) trials champion and being an enthusiast, has collected such a wealth of information on his Greeves, something that is usually lacking when competition machinery comes up for auction at Pugh’s or Bonhams. Not that Roy has any desire to move this particular Greeves on, but when he does, the new owner will inherit a wealth of knowledge and the providence of this historic machine.
What became of Greeves Motorcycles?
Originally, ‘Greeves’ was the brand name for motorcycles made by the company Invacar Limited, founded by Bert Greeves and his cousin, Derry Preston-Cobb, the company also produced three-wheeled motorised vehicles using Villiers two-stroke engines for disabled drivers from 1952 under the funding from the Ministry of Pensions and National Insurance.
Greeves became a force to be reckoned with in competiton in the late 1950s and early 1960s, winning the 1961 European Motocross Championship with Dave Bickers. They also had European Trials honours with Don Smith twice, 1964 and 1967.
The rights to the name Greeves were purchased by Richard Deal in 1999 with the intention of producing exact replicas of previous Greeves models and to produce a new trials model, which was launched in January 2009.
Richard Deal ran the company as Greeves Motorcycles Ltd in Chelmsford, but rising costs and lack of development of the British made 280cc trials machine put paid to the enterprise.
Most recently, the rights to use the Greeves name and stylised logo have been secured by Gary Bamford through his company Brithubs Limited in 2025, trading as British Bikes 1970. Greeves Motorcycles Ltd sold all its interests, goodwill, and intellectual property rights in classic Villiers and Greeves motorcycles, parts, components and spares to Brithubs Limited. Greeves is now a registered trademark of Brithubs Limited with the Intellectual Property Office of the UK Government.
Post-script!
Don Morley was the trials machine technical specialist for the Greeves Rider’s Association and contacted Trials Guru as soon as this article was published! Having previously owned SOO22D, he was eager to point out some very interesting points and clear up some omissions. Don’s stature and knowledge is without question, so we listened and noted what he had to say:
“Firstly, so much of this particular ex-works Greeves is about where the sport was at that time. For instance, until around 1964, virtually all major trials wins had been by factory riders and factory four-strokes, though I know both George Fisher (Francis-Barnett) and Bill Lomas (James) had come close to breaking that mould.
But within a year, virtually all of the big four-stroke factory teams were either shrinking or finished for ever, Sammy Miller was able to develop GOV132 with complete freedom as in trials terms, Ariel no longer existed. BSA were about to follow AMC who folded altogether by 1966 and a literal plethora of ex-works team big four-stroke riders were left with nothing to ride trials on.
History now, but riders such as Tony Davis even had to hand back his ex-works B40 to BSA, as did Jim Sandiford with ‘776BOP’ and so on -including the Lampkins and so many others. Royal Enfield gave their riders the chance to buy whichever factory bike they had been competing on, but neither Pat Brittain nor Peter Fletcher did so. For instance, I bought ‘RE250’ and although the factory did give ‘HNP331’ to Johnny Brittain, I later bought it from him, whereas Royal Enfield’s Peter Striland did go over very successfully to ride for Greeves.
This was a period of massive change in our sport, for instance it was at the very height of its popularity by the mid-1960, when most events in the UK were so oversubscribed that in my own case, I would fill in my entry forms the moment the ‘ACU Gazette’ arrived, then jump on my bike and deliver my entry and cheque to wherever, and even then often find the trial was oversubscribed.
Three hundred being the average number of any SE Centre event in those days and perhaps more tellingly approximately two-hundred and fifty of them would be on Greeves, then a few DOTs maybe a Butler or two, just a tiny handful of big four-strokes and the balance made up by such as Tiger Cubs as Sprites had not appeared yet.
In short, it was a period of great change also one where more than a few top star professional four-stroke riders were left without a Pro-ride not able either to adapt well enough to continue making a name riding two-strokes, indeed I am sure you will remember the parallel at AMC where those not able to adapt to the short-strokes.
Anyway, to get nearer to the point, Greeves in manufacturing and sales terms were benefiting and doing really well, as even the previous rival likes of James and Francis-Barnett fell by the wayside after AMC collapsed and the trials bikes Greeves were selling to the public really were strong, ready to ride without the need for any alterations, and at least externally virtually identical year on year to the factory team bikes. Better still, Greeves also had their own engine test bed and knew how to use it.
The 1963/4 TES as developed most specifically by Don Smith during the mostly 1962/3 ‘works’ machine period and which for the first time also featured Greeves very own manufactured square barrel and cylinder head was the first really major step away from the then ordinary Villiers 9E and 32A engines most others had to use, and very soon after that Greeves adopted ever more non-Villiers components for several of the by then increasingly VERY special ‘Works’ engines, and also differing leading link front fork options.
Yes, I am leading up to SOO22D in case you might think I had forgotten! -but within a year Greeves had done more and more engine research and dyno testing which resulted in them manufacturing and incorporating the vastly better still ‘Challenger’ top end, which incidentally had even larger fins and was no longer square. More importantly though for this story and the likes of SOO22D and so many others, was the fact this top end was called the ‘Challenger TYPE’ top end.
Why was that important you might ask? – Well because Greeves had had in fact developed numerous versions, so for instance although they all looked the same to the casual observer, the internal porting and such as the carburettor downdraft angles varied quite massively if, for instance, for road racing, motocross or trials, yet to most not in the know sadly. All nowadays are often regarded as just being Challenger barrels.
So, come 1965, Greeves unveiled the short lived but by then superb TFS Trials Model with numerous mainly Don Smith derived detailed lightening mods over the previous TES and now with the trials type Challenger top end on the standard Villiers bottom end and also with a Villiers S25 carburettor.
However for the works team bikes they were also experimenting with using Alpha Full Circle Crankshafts and polished con rods to considerably increase crankcase compression, and also coupling it to the actual scrambler type Challenger barrel and high comp cylinder head rather than the trails one plus using special pistons fitted with a ‘L’ shaped Dykes type top piston ring which was less likely to snag or break within the by then wildly enlarged cylinder barrels cast in transfer ports.
Just three such ‘works’ TFS machines were built with all three also being fitted with what would soon be known on the still to come Anglian, as ‘Banana’ front forks, though these prototype forks were in fact quite a lot shorter than the eventual Anglians, and all three prototypes proved highly successful, with the one used by Malcolm Davis even eventually being re-painted from being Geeves traditional Moorland Blue to the soon to come Anglians’ Battleship Grey with red fuel tank, a machine I later owned.
Next, Bert Greeves himself turned up at the annual Press Trial to compete on the first production Anglian in the November of 1965 at which time I was riding my own ex-Works TFS and Bert offered to swap bikes with me for a while. It’s not significant but I personally hated the bikes looks and colour scheme, but loved riding it, so later I also bought Mick Wilkinson’s first factory Anglian.
Trying to get to the point, Don Smith by then was falling out with Bert Greeves on a regular basis and was demanding Ceriani forks rather than Banana type, but Bert would not change the cast alloy front frame fork angle which was needed for Cerianis to be a success, and not all of the rest of the by then very large factory supported Greeves team riders liked or got on with the numerous top end engine tuning developments either, so some used such as the Alpha crank and con rod and some didn’t. Likewise, the Challenger motocross top end, and some preferred the Villiers lead-weighted trials flywheel, and others the standard and lighter roadster version.
In short, some of the factory engines were far more modified than others. So, when Jim Sandiford lost his ride with BSA and was offered a contract with Greeves he was issued with SOO22D in virtually standard over the counter form. It came with the Villiers 37A bottom end, Amal 26mm Concentric carb, and very well put together with just mildly opened out porting and so on. Remember, this was well into the Spanish bike era, Jim soon found out he did not like it, in short to him as also a top scrambles and ISDT, it was gutless!
He thus tried several other of his new teammate’s machines and decided to opt for the highest state of tune, but by then this was a problem for Greeves as they liked their riders to be seen to be riding same as we could buy, and if modifications were done to a 37A Villiers engine bottom end, some of these quite massive porting and carb angle mods could not be hidden!
Fortunately, Villiers stamped their engine numbers on the primary chain case and not as most other bike or engine manufacturers on the crank cases, so Jim’s soon to be highly modified engine was able to keep its 37A designation and number, but from then onwards very little was made by Villiers or was 37A. Hence SOO22D gains a pair of older 36A scrambles crank cases with external webbing, which could not be hidden.
This allowed for the crankcase transfer porting to be opened out quite massively whereas the 37A cases did not have enough meat or strength to allow for this to be done, and then in turn Greeves likewise cast in much larger and very differently place cylinder barrel porting and inlet downdraft angle, which can be spotted if you know where to look! Whereas the changed crank cases cannot be hidden, witnessed by the gap between them and the primary chain cases.
It was impossible for Greeves to make the necessary modifications to what should have been 37A crank cases, as Villiers had slimmed them right down and streamlined them and this in turn meant they did not have enough meat or metal left on them to be able to enlarge the transfer ports enough, hence reverting to a pair of older 36A scrambles cases which they could modify.
This was all done in time for the SSDT and such as the very obviously different crank cases were passed off by Greeves personnel to the likes of myself as being ‘Oh that – we just thought they would cool better as they have the webbing’. Other than Malcolm Davis’s TFS/Anglian prototype and Don Smith’s final version TFS, I cannot recall any other such highly modified ‘Works’ engines, or one which owed so little internally to Villiers.
So SOO22D had Alpha full circle crank and polished elliptical con rod, totally different cylinder porting to standard, also higher compression ratio cylinder head, different carb porting angle inside of the cylinder barrel, and may have also had a lighter magneto flywheel (Am not sure on that as it could have been changed before I bought it) but standard 37A gearbox, but Greeves cutaway magneto cover etc, and yes still an Amal 26mm Concentric two stroke carb.
As to the alloy tank. Kindly note it was NOT longer, think of it more like a ballon being blown up a bit more, in short, it was very slightly wider, perhaps 3/8 either side and also top and bottom meaning it sat a little closer to the engine, and that was enough to add half a gallon capacity for the SSDT. But it was nice to look at, but not as comfortable to brace yourself against when standing up on the footpegs.
But what is important at least is to drive home the fact SOO22D was very much a ‘one off’, and quite different to the other ‘SOO’ registered Greeves of that time.” – DON MORLEY
Bibliography and references:
Motor Cycle News – Various reports 1966-1967
[1] Cycle World USA – ‘Continental Report’ by B.R. Nicholls – February 1st 1967.
[2] Motor Cycle – November 1, 1967
Classic Bike Weekly/ Motor Cycle News – May 9, 1990.
Greeves Motorsport Ltd/Brithubs Limited – www.britishbikes1970.com
Don Morley – Marque expert, retired photojournalist and author.
Special Thanks to John Pearson, formerly of Motor Cycle News/Classic Bike Weekly, The Classic Motor Cycle and Classic Bike.
‘SOO22D – this factory Greeves is still around’ is the copyright of Trials Guru.
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
VIP red caps continue
The now world-famous Trials Guru VIP Red Cap continues to be awarded to dedicated individuals who have devoted countless hours of their own time to promoting and developing the sport of motorcycle trials.
No other organisation or media outlet has undertaken such a long-running, free initiative to recognise and celebrate the people who keep the sport thriving.
The VIP Red Cap was introduced in 2024 to mark the tenth anniversary of the Trials Guru website. Since then, it has evolved into a genuine ‘badge of honour’, recognising club officials, volunteers, organisers, and industry figures who have made an outstanding contribution to motorcycle trials over many years.
The caps have now been distributed across 23 countries, with recipients spanning every level of the sport.
Recent nominations include, Peter Race of Scarborough & District MC; Elwyn Williams of Llanfyllin; Mike Wiseman of Waltham Chase MCTC; Robin Hoare of the West of England MC; Colin Moram of the A-CU and industry captain, George Sartin, formerly of Talon Engineering.
The Jean Williams memorial trial (in memory of his late wife and the Llanfyllin club secretary). He still directs the marking out team, and this was just before he jumped on his quad to go round the trial checking for problems and eventually observing all day. He’s been a powerhouse in trials in Mid Wales, and still going strong! Elwyn is of course a Trials Guru VIP.
There will no doubt be many more worthy recipients in the future. Nominations can be submitted by contacting Trials Guru via Facebook or by email, helping ensure that the unsung heroes of motorcycle trials receive the recognition they deserve.
Contact Trials Guru: HERE
Elwyn Williams proudly displays his new headwear. He’s approaching 87 in August. The Jean Williams memorial trial (in memory of his late wife and the Llanfyllin club secretary). He still directs the marking out team, and this was just before he jumped on his quad to go round the trial checking for problems and eventually observing all day. He’s been a powerhouse in trials in Mid Wales, and still going strong! Elwyn is of course a Trials Guru VIP. 
Peter Race of the Scarborough & District Motor Club who organise the Oliver’s Mount races and many trials, is a stalwart of the club and is of course a Trials Guru VIP – Dedicated To Trial. 
Robin is one of 4 brothers who were living and working in South Devon, three of which were Trials riders. The eldest Bryan, emigrated to New Zealand and carried on Riding and organising in North Island, Robin carried on farming beef cattle in the Newton Abbot area of South Devon. Robin with other members of the West of England committee organises and marks out about 17 trials a year from Youth events to Nationals and Classic Trials including the Dartmoor 2 day trial. You can find him out weeks before the event with his close friend Pete Meeson plotting both the road Trials with his knowledge of the area and close friendship with his fellow farmers in the farming community, as well as marking sensible sections in the abundant rocks on Dartmoor. Robin is well known by many riders who appreciate his knowledge of what is required for both modern and classic events which has made the club so successful over the years. With his team of helpers, they come up to Kinlochleven every year to partake in the Moidart run and have observed a day of the pre-65 after. In fact I am aware that he picked you up one year in the Moidart run when you broke down. It was the year he had his hip operation and did not ride but drove the back up van for the Devon riders. Robin is the God Father of Kailee Coffin who so richly deserved her red hat and was brought into the club by Robin. (Photo: Mike Naish) 
Colin Moram, the well known ACU and FIM official and former owner of the Windsor Comp Shop, is a Trials Guru VIP. 
Ulsterman Russell Houston is a Trials enthusiast who runs ‘Trials Talk’ on the internet: “Thank you for sending me one of your VIP caps, I’m a little overwhelmed to be honest. I genuinely enjoy putting on a trial, regardless of the level. Looking for sections, clearing them, marking them out and then watching riders trying to clean them, is a very satisfying process and to be recognised for that is really quite humbling. You know yourself, you don’t do it for the recognition, but it is nice for the time and effort to be acknowledged every so often.” Welcome to the VIP Club Russell. 
Trials Guru VIP is Mike Hann, nominated by several like-minded enthusiasts in the south of England. Mike is somebody who encouraged young riders to take up the sport; an organiser, co-ordinator and course plotter. A rider who at sixty-six was the oldest rider in the South West Centre, and performing well at that – Dedicated To Trial. 
Ivan Rose is a Trials Guru VIP – Dedicated To Trial
Archie du Feu
Archie Graham du Feu
18 June 1939 – 29 March 2016
Archie Graham du Feu was one of Jersey’s most accomplished and respected motorcycle trials riders.
A grower by profession, his passion for motorcycle sport spanned decades and left a lasting legacy within the Channel island of Jersey’s motorsport community.
Archie first made his mark competing in hill climbs, sprints and beach racing before discovering his true passion—motorcycle trials. He initially rode an HT5 Ariel before moving on to a Greeves Scottish. In 1966, he acquired one of the first two Bultacos ever imported into Jersey, a machine that would help define his competitive career.
Riding for the Jersey Motorcycle and Light Car Club, Archie established himself as the island’s leading trials rider, winning an incredible ten consecutive Jersey Trials Championships. His success was not confined to Jersey, as he also competed in prestigious UK events, including the Hoad Trial and the Percy Simon Trial, earning several First Class Awards.
From 2000 onwards, Archie rode with the Jersey Classic and Modern Trials Club, founded by his son, Graham. Even in the later years of his career he continued to enjoy championship success, competing in the Pre-65 class on a BSA B40 before later riding a Triumph Cub. His beloved 500cc Ariel also remains closely associated with the family, with Graham enjoying considerable success on the machine in UK competition.
Motorsport became a true family tradition. Archie rode alongside his two sons, Graham and Mac, and later with Graham’s three sons, making them the first three-generation family to compete together in Jersey motorsport. Collectively, the du Feu family has won more than 50 championships across various disciplines.
The family’s success has continued through the generations. Graham and his son Ollie are both highly accomplished hill climb and sprint competitors and have each held competition records, further cementing the du Feu family’s place in Jersey motorsport history.
Archie’s contribution to the sport is remembered each year through the Archie du Feu Memorial Trial, the final trials event of the Jersey season. The event celebrates his passion for the sport, with the Archie du Feu Memorial Trophy awarded to the rider on the Novice Route who loses the fewest marks—a fitting tribute to a competitor whose skill, sportsmanship and dedication inspired generations of riders.
Archie Graham du Feu’s achievements, sportsmanship and lifelong commitment to motorcycle trials continue to be remembered by family, friends and the wider motorsport community. His legacy lives on through the riders he inspired and the generations of the du Feu family who continue to compete with distinction.
Paul Sadler 1964 – 2026
It is with deep sadness that we announce the passing of Paul Sadler aged 61 years from Harrogate, North Yorkshire, owner of Acklams Beta Limited and Harrogate Van Centre Ltd.
Paul had been a large part of the trials scene for many years, being a rider and dealer, latterly specialising in the Beta brand imported by John Lampkin.
Paul was a great supporter of the sport and the Acklams van could be seen with bikes on display at many major events in the UK.
Paul built up a customer base spread throughout the country.
Trials Guru sends sincere condolences to the Sadler family at this difficult time.
For anyone wishing to pay their respects, Paul’s funeral will take place on Friday 31st July at 11:00am, Stonefall Cemetery & Crematorium, Harrogate.
Mary Driver
Words: Trials Guru
Photos: Ron Aitchie; Mike Davies; Ray Foulds; Mike Rapley; Speedtracktales; J. Moffat/Trials Guru; Sharon Bumpsteed/Sammy Miller Museum Trust.
Main Photo: Mike Davies
Quite a few people will remember the name, Mary Driver in the world of motorcycle trials, but given that the lady was heavily involved in the sport of motorcycling from 1954 until 1975, some of our younger readers might be excused by not knowing of Mary.
She was to inspire a generation of young female trials riders in the 1960s, much like Emma Bristow has done in the current day.
Mary Buxton as she was then known, was born in North London in 1935 and was introduced into motorcycling through her husband to be, Dennis Driver and was a member of the Wood Green & District Motorcycle Club.
The Wood Green and District Motorcycle Club was established in 1924 in North London, this historic club was well-known for hosting local time trials, road rallies, and women-only motorcycling events in the 1920s. It was affiliated to the South Midland Centre of the Auto-Cycle Union.
In 1954, Mary passed her motorcycle test through the RAC/ACU Training Scheme at the London Borough of Haringey on her 197cc James, she also joined the secretarial staff at the ACU in London’s Pall Mall.
Her motorcycle interest really began when she travelled pillion on boyfriend Dennis’s BSA A10 Gold Flash in 1953.
After three years gaining valuable experience riding her motorcycle on the road, Mary Driver became involved in organising the Paley Cup, Beggar’s Roost and Clayton Trophy national trial events. She then began entering trials on her husband Dennis’s James.
In those years, Mary simply rode her bike to the events, competed and rode back home again, this was the way many riders transported their competition machine to events. She also assisted husband Dennis as Clerk of the Course for the national Clayton Trophy Trial near Buxton in Derbyshire.
In 1958. she took part in the Silverstone circuit High Speed trials on a 500cc AJS, the following year on a 197cc DKW. Rather than a wheel-to-wheel race, the high-speed trials required riders to maintain a specific average lap speed over a set distance (typically one hour) to earn an award. In the same year, Mary and Dennis married.
In 1959, when BSA launched their 249cc C15T model specifically for trials, Dennis bought her one and Mary started riding in national trials. She won an award at the Hoad Trophy trial and qualified for expert status and rode in the Southern Experts in 1963.
Sponsorship became available to Mary firstly from London dealer, Bill Slocombe, whose dealership was based in Neasden, North West London, from 1961 until 1963. Mary’s bikes were prepared there by Alec Wright who later became Kawasaki’s off road manager in the 1980s. She continued to ride the Slocombe supplied BSA C15T before moving over to ride Greeves for Comerford’s of Thames Ditton, Surrey.
Mary entered and finished in no less than seven Scottish Six Days Trials from 1961 until 1966. Four times BSA mounted and three on Greeves machinery. In the 1961 SSDT, Mary won the award for the Best Performance by a Lady Competitor, which was a Travelling Clock presented by The Grand Hotel, Fort William, she finished in 111th position losing 249 marks that year. She was best lady competitor the following year and again in 1963 and in 1964 was presented with a minature cup presented by the Edinburgh & District club in 1965 and then a silver cup in 1966 by the motor club.
In 1961 Mary decided to have a go at the International Six Days Trial at Llandrindod Wells in Wales on a 250cc BSA C15 (9051MF) prepared and supplied by Bill Slocombe. This machine was prepared in their workshops by Alec Wright. Mary finished the event with a Silver Medal. She competed in the ISDT a further five times, West Germany in 1962, when she retired, 1963 in Czechoslovakia with a Bronze Medal, the only female to compete in the ISDT that year when only 60% of the entry actually finished. She failed to finish in East Germany in 1964 at Erfurt; the Isle of Man in 1965 and finally in 1968 at San Pellegrino, Italy riding the 1966 factory Greeves (SOO56D). But she gave the event her all at the time and these were the toughest motorcycle events on the planet.
Mary’s Greeves Challenger ISDT (DOO94B) that she rode in the 1964 ISDT at Erfurt still exists, in fact it is safely on display at Sammy Miller’s wonderful museum at Bashley, New Milton, Hampshire, still showing the official dabs of paint on the frame. The engine is a 246cc Challenger unit and the bike was prepared and supplied by Comerford’s specially for the 1964 event with a little help from the Greeves factory. The machine was first registered on 13th May 1964 by Invacar Limited, Church Road, Thundersley, the company name for the Greeves marque, it was described as a ’24IN’ basically a Challenger International.
Sammy Miller MBE: “Mary Driver competed in the 1964 ISDT in East Germany on the factory supported Greeves. I also rode for Great Britain in that event on a 505cc Triumph, over-bored so that I was in competing in the 650cc class. It was a delight to find Mary’s Greeves in July 2021, after all those years and have it restored to it’s original specification in my workshops at Bashley.”
Mary also took part in the Twickenham Club’s 100 mile scramble at Pirbright which formed her training for the 1964 ISDT. She also took part in the National Hawkstone Park scramble the following year, both times Greeves mounted,
Mary also took part in the International Trial de Forteresse at Namur in Belgium in 1964 on the Comerford’s Greeves. She finished in twentieth position from ninety-eight competitors. She also took part in the International St Cucufa Trial near Paris, France in 1965 on her Greeves.
In 1962, Mary rode a 246cc Greeves TES which was registered by the factory at Thundersley, Essex as HWC24 and then supplied to Mary through Comerford’s. This particular machine eventually ended up at Drumnadrochit in Inverness-shire, having been sold through Comerford’s second-hand department and was in the MacLean family for many years before being sold to a collector in 2013.
In 1966, having worked for the Auto-Cycle Union for twelve years, a position became available as their Competitions Manager, Mary applied for the job and was appointed to the post. Without doubt, the knowledge and experience of being a trials rider must have helped with the job interview. This appointment meant that Mary was to swap her Barbour suit for a business suit, but was in constant communications with all ACU centres and clubs and of course the many competitors who raced overseas and in International events. Mary became a very well-known face at the ACU until 1975. She had also been assistant Secretary of the Meeting for the annual Isle of Man Tourist Trophy races.
After her departure from the ACU, Mary became interested in boats and sailing with husband Dennis, which became their main past-time. However, she did maintain an interest in motorcycling, having purchased an Ex-Roger Davy 325cc Comerford’s Bultaco Sherpa in 1975, because she liked the look of the bike, which she eventually sold in 2013.
In 2011, in recognition for her services to the sport, Mary was invited to be Guest of Honour at the Pre65 Scottish Trial at Kinlochleven by the Edinburgh & District Motor Club Ltd, and thoroughly enjoyed the experience, chatting to riders of yesteryear.
It is without doubt that Mary Driver was a lady who not only promoted the sport at high level, but was a worthy competitor, and proved that the girls can do everything the boys can do!
‘Mary Driver’ is the copyright of Trials Guru
With special thanks to Sammy Miller MBE & Sharon Bumpsteed of the Sammy Miller Museum, Bashley, New Milton, Hampshire.
For more features of women in trials, see Trials Guru’s Trials Ladies HERE
Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.
The Official Autobiography – Bernie Schreiber
2027 – Not just the story of a World Champion, but a true trailblazer of our sport. The Official Autobiography – Bernie Schreiber, only on Trials Guru – Dedicated To Trial.
TRIALS GURU EXCLUSIVE
COMING IN 2027
“MY TRIALS STORY –
Fifty Years of Competition, Adventure and Friendship”
Trials Guru is proud to announce an exciting new project celebrating one of the most influential careers in the history of motorcycle trials.
In 2027, it will be fifty years since Bernie Schreiber first arrived in Europe to pursue his dream of competing in the FIM World Trials Championship. That journey would ultimately lead to Bernie becoming the first American rider to win the World Championship and establish himself as one of the sport’s true pioneers.
To mark this remarkable milestone, Trials Guru has been working closely with Bernie on a special digital autobiography that tells the story behind the results, the championships, and the headlines.
Schreiber’s Trials Story – Fifty Years of Competition, Adventure and Friendship will take readers behind the scenes of an extraordinary career, revealing personal memories, untold stories, and reflections from five decades at the heart of the sport.
From the challenges of arriving in Europe as a young American rider, to factory teams, world championship battles, and the unique atmosphere of the Scottish Six Days Trial, this book captures a golden era of observed trials through the eyes of one of its most iconic competitors.
The Scottish Six Days Trial occupies a special place in Bernie’s story. Like generations of riders before and after him, he experienced the challenge, camaraderie, triumphs, and disappointments that make the SSDT one of the most respected and cherished events in motorcycle sport. Readers will enjoy personal recollections and behind-the-scenes stories from the Scottish Highlands, where legends were made and lifelong friendships forged.
The book also explores the people who shaped the sport, the motorcycles that defined an era, and the adventures that took Bernie around the world in pursuit of excellence.
Many of the stories featured have never been published before.
This exclusive digital edition will be available as a free download through Trials Guru and will include photographs, personal recollections, and historical perspectives spanning half a century of observed trials.
Schreiber: “Since returning to the sport, I have spent a great deal of time with trials enthusiasts around the world—people who give so much of themselves to observed trials without expecting anything in return. They organise events, observe sections, maintain clubs, preserve our history, support young riders, and simply keep the spirit of our sport alive. They do it because they love trials. – Their dedication made me stop and think. This autobiography is my way of giving something back. Just as so many people freely give their time, knowledge, and passion to our sport, I wanted to share my story in the same spirit. There will be no price to pay—only memories, experiences, and hopefully a few stories that will make you smile, laugh, and perhaps even see our sport from a different perspective.”
As work continues throughout 2026 and into 2027, Trials Guru will be sharing occasional previews, photographs, and extracts from the book.
We are honoured to collaborate with Bernie on preserving these memories for future generations of trials enthusiasts around the world.
The story of a champion.
The story of an era.
The story behind the journey.
Coming in 2027 exclusively through Trials Guru.
Walther Luft 1944 – 2026
It is with great sadness that we report the unexpected passing of former Austrian National Trials Champion and International trials rider, Walther Luft, aged 81 years.
Walther will be best known not just for his success as a rider, but also as a skilled craftsman and engineer, making most of the bikes he rode himself or heavily modified production models to his exact specifications, this included Aprilia and Bultaco.
His first Scottish Six Days Trial was in 1970, riding his self made 169cc Puch with support by the Graz factory. He won the Edinburgh Trophy for the best performance by an overseas competitor.
Walther tasted victory at the Three Dias di Santigosa (Santigosa Three Day Trial) in Spain in 1973 and was also best performance on the final day of the Scottish Six Day Trial in 1974, these were among his greatest international achievements and cherished accordingly.
He was National Trials Champion of Austria 1969 – 1974 in his class the then highest-ranking series in Austria the OSTG Trial Cup, Austrian Shell Trial Cup and OSK Cup. In 1981 he won the state championship title.
As well as riding Puch for many years, he also helped develop a trials machine for the Austrian KTM factory along with German champion, Felix Krahnstover, He campaigned KTM in 250 and 325cc specification.
John Moffat of Trials Guru added a personal tribute: “I first met Walther Luft in 1970 when he, along with Peter Bous and Herr. Hans Maiditz from the Puch factory, stayed at my family home in Bathgate, courtesy of my parents. He used our house as a base before and after the event and used our garage to prepare his factory Puch. I was amazed at the innovative features he created on his trials machine. Over the years he returned to ride the SSDT and always made a point of stopping off at our house with bottles of Austrian wine on route to catch a ferry when he headed homeward. Just last August (2025), while on holiday, I visited the European Trials Museum at Ohlsdorf and presented Walther and Joe Wallmann with their special Trials Guru ‘Trial Legend’ light grey caps. Both these enthusiasts were very pleased to accept them.”
Our sincere condolences are conveyed to the trials community in Walther Luft’s native Austria, where his name lives on in their own awards, by the Austrian Trial Sport Federation (ÖTSV), the ‘Trial Walther‘.
WALTHER LUFT 1944 – 2026
Link: Feature on Walther Luft on Trials Guru.
(Main photo: Eric Kitchen)
“Very sad to hear of Walther’s passing. He was a great help to me when I rode for the Puch factory. Happy memories testing all sorts of bikes at Graz. A great loss.” – Scott Ellis
“Most people follow others. Walter didn’t. He didn’t need to and didn’t want to. He followed his own ethos and created his own bike. He built a Puch like no other. It was the lightest trials bike in the world. It was an engineering marvel, a piece of art built by a genius, who believed in the work of his own hands. He was a generation ahead of his time. It was only in the mid to late eighties that the manufacturers started to make their bikes lighter! Walter was always very friendly, but at the same time he was a private man. I had a lot of respect for him. Like Walter, I had learnt to know how hard it was to represent a small country, driven by a passion, heading for the unknown. What a journey. Walter, thank you so much sharing part of that journey with me.” – Yrjö Vesterinen
“Very sad news. Walter was a great rider, person and product developer. I was fortunate to ride with him at several world championships including the Austria round where he was a legend and loved by the locals. R.I.P. Champion.” – Bernie Schreiber
SLIDESHOW – Life of Walther Luft
1979 and Walther Luft was on a private Bultaco 325cc Sherpa, seen here at the Trials De Sant Llorenc – Photo copyright: Juan Luis Gaillard Archive. 
1975 SSDT – Walther Luft (250 Puch) on ‘Laggan Locks’ (Photo: Walker Brothers Archive). 
Trial Friends at Ohlsdorf, Austria in August 2025. Hartwig Kamarad; Walther Luft; John Moffat and Joe Wallmann. Photo: Alfred Wagner 
Peter Bous helps get Walther Luft’s 169cc Puch scrutineered at the 1970 Scottish Six Days. The official on the left is David Miller, holding the machine is Austrian Peter Bous and on the right the official is Ian Baird, son of the SSDT Clerk of the Course, George Baird. (Photo: Trial.AT) 
Walther Luft (169 Puch) tackles ‘Pipeline’ in the 1970 SSDT watched by F.X. Bulto (in deerstalker hat); Malcolm Rathmell on the far right and Jock Wilson of Comerfords top right. (Photo: Trial.AT) 
Austrian, Walther Luft collects his time card from an official after his 1.5 hour lunch stop in the 1970 SSDT (Photo: Trial.AT) 
Walther Luft gets on with a spot of maintenance during the 1970 Scottish Six Days Trial (Photo: Trials.AT) 
Walther Luft gets his special 169cc Puch refuelled during the 1970 Scottish Six Days Trial. (Photo: Trials.AT) 
Walther Luft (250 Puch) on ‘Witches’ Burn’ in the 1985 SSDT – Photo: Iain Lawrie 
1978 SSDT – Blackwater – Photo: Iain Lawrie, Kinlochleven 
1976 SSDT – Laggan Locks – Photo: Rainer Heise 
Photo: Eric Kitchen 
1976 – Callart Falls, SSDT- Photo: Eric Kitchen 
Walther Luft in 1966 on his self-built Puch. 
SSDT 2000 – Walter Luft – Aprilia 
Walther Luft (Puch) on Muirshearlich in the 1981 SSDT – Photo: Iain Lawrie, Kinlochleven 
SSDT photo from 1970, Gorgie Cattle Market, Edinburgh. Walther Luft (kneeling) is inspecting the 175cc Walwin BSA of Ross Winwood. The person to the right looking down is Austrian Peter Bous. the gent with the trilby hat is SACU Secretary and former rider, T. Arnott Moffat. On the far left is John Graham, SSDT Clerk of the Course that year. Walking away to right is Bob Paterson, former SACU President. 
1981 SSDT – Photo: Iain Lawrie, Kinlochleven. 
SSDT 1970 – Group photo at the ‘weigh-in’ From Left: Walther Luft; Peter Bous, Tommy Ritchie; John Graham; Trevor Hay; Bob Paterson; Jackie Williamson; Unknown; John Moffat; Unknown; T.Arnott Moffat – Photo: Hans Maiditz, Graz 
Walther Luft prepared Bultaco for Yrjo Vesterinen – Detail of the lower frame area and motor mount duly lightened 
Walther Luft Bultaco preparation for Yrjo Vesterinen – Detail of the lightened cyllinder and head of the 325cc Bultaco motor 
Walther Luft’s 250cc Puch, captured at the Scottish Six Days Trial – Photo: Jimmy Young, Armadale 
Walther Luft at the finish of the SSDT in 1973 with SACU Secretary, T. Arnott Moffat – Photo: John Moffat/Trials Guru 
1970 – SSDT – Gorgie Market. Bob Paterson (SACU) examines Walther Luft’s 169cc Puch. (W-30823 Vienna registration) 
Photo: Iain Lawrie, Kinlochleven. 
TRIALS GURU - DEDICATED TO TRIAL 