The Pre’65 Scottish Trial concluded on Saturday 30th April with Dan Clark winning on three marks lost.
The original ‘guest of honour’ Guy Martin couldn’t make the presentation of awards at the Kinlochleven Community Centre, but his place was taken by none other than 1966 Scottish Six Days winner, Alan R.C. Lampkin.
It was an excellent choice as ‘Sid’ is a great supporter and enthusiast of the sport and his 1966 SSDT winning machine, 748MOE was being ridden by his son James to commemorate the achievement, 50 years previously.
James won the Lampkin Trophy for the best performance by a rider on a machine not exceeding 250cc losing a miserly seven marks.
Sid recounted the 1966 event which only used Town Hall Brae on the Saturday and finished in Fort William.
As for the 250 BSA C15 it has survived almost 100% intact since its sale in 1967. It was registered in 1964 by BSA motorcycles and has a Victor frame and swinging arm and of course a full factory machine.
James rode very well on a very standard 1964 motorcycle.
Trials Guru’s John Moffat was ‘master of ceremonies’ at the presentation.
On behalf of the Lampkin family, it is with great sadness that Trials Guru website announces that H. Martin Lampkin, the very first World Trials Champion (1975), passed away today, Saturday 2nd April, 2016, aged 65 years.
It goes without saying that the Lampkin family’s loss is also a loss to the world of motorcycle sport.
Our sincere condolences go to Martin’s immediate family, widow Isobel; sons, Dougie and Harry and the extended Lampkin family.
The funeral service for Martin will be held on Monday, 11th April 2016 at 1.30pm at St James Parish Church, Kirkgate, Silsden, West Yorkshire, BD20 0AL. By request of the Lampkin family, please no flowers.
If you wish to make a personal donation in Martin’s memory, these can be made to the Manorlands Hospice, Keighley Road, Oxenhope, Keighley, West Yorkshire, BD22 9HJ. (Please select the dropdown: I’m donating because of the work of: Manorlands)
Martin Lampkin, his life in photographs, a tribute by Trials Guru’s Photographers & contributors:
As a mark of respect, please feel free to leave your personal message in the comments section below in remembrance of a fine sportsman, a true Yorkshireman and one of the world’s all time great motorcycling competitors, a true ambassador of the sport – HAROLD MARTIN LAMPKIN 1950-2016
The name ‘Lampkin’ is synonymous with off-road motorcycle sport. It has to be the most famous of all families associated with motorcycling in the world.
Trials Guru are proud to release a feature page dedicated to the Lampkin family, with informative articles and photos from our regular contributors. We start with Alan R.C. Lampkin’s story of a life in motorcycle sport.
As close family friend and former trials competitor, Blackie Holden said: “The Lampkin family can be summed up in one word – winners. There is something very special about them, from a very early age I remember their tremendous ‘will to win’ it is immense. Whether it be a game of noughts and crosses or a 500 GP, the competitive element with them is incredible. It’s not in a nasty way, they just have to win”.
Read all about ‘Lampkin of Silsden’ on Trials Guru
Back in 1977, having previously acquired the tooling and stock of the BSA competition shop at Small Heath, Alan Clews decided to create a trials machine. It is believed that Sammy Miller had already approached Clews to supply him with BSA motors to power a trials machine of Millers own design. Clews’ CCM (Clews Competition Machines) brand was by then already well established, having risen from the original ‘Clew-Stroka’ motocross concept from 1971, by using BSA B50 motors as the power-plant, but with the capacity increased from 498cc to 600cc.
Clews had built a reputation of making high quality motocross machinery which performed as well as they looked. In the hands of Lancastrian, Bob Wright; Cumbrian Mick Barnes and later Vic Eastwood and Scot, Vic Allan, the CCM was a serious racing motorcycle.
Based in Bolton, Lancashire, England the company had grown considerably from modest beginnings. Mike Eatough made the frames, before setting up his own venture called EMC.
There seemed to be a market for a four-stroke trials machine and Clews was eager to fill the void and to produce one, Made in Britain! Honda had already launched their TL125 and for the US market, the TL250 trials models, developed with the help of Sammy Miller and the company’s ‘Bials for Trials’ programme.
The eventual CCM production run of their 350T machine was very modest, with just over 100 machines ever produced. It utilised a variant of the BSA B40 – 343cc unit single, which CCM claimed the capacity as 345cc by using a bore of 79.25 mm and stroke of 70 mm, with compression ratio as 6.2:1.
Quality components were sourced from European manufacturers, From Italy, Marzocchi supplied both front forks and remote reservoir rear shocks, German ‘Magura’ controls, the Italian, ‘Grimeca’ hubs and brakes and gold anodised Spanish ‘Akront’ wheel rims. With American-made Preston Petty motocross red plastic mudguards also fitted front and rear. This particular combination, with the chromed chassis made for a ‘good looking’ machine, this in itself did not make a 100% competitive trials machine however.
The B40 motor was treated to an Amal MK2 concentric carburettor and a revised primary drive alloy casing, finished in black with the CCM motif in relief, with a novel little oil breather/catch bottle fitted to the nearside crankcase. But at heart it was still a BSA B40 which had been developed from the 1959 C15 design.
Given the more modern riding position, the gear pedal was fitted in such a way that it was accessible by the rider standing up on the foot-pegs. The gear pedal passed behind the kick-start lever.
Backed by Castrol Oils UK, riders of the caliber of Dave Thorpe, (who left Bultaco to ride the CCM prototype) and Nick Jefferies were employed to develop the CCM 350T for the factory.
Jefferies entered the 1978 Scottish Six Days Trial riding number 220 on the 400cc CCM prototype, backed by Castrol, but failed to finish the event.
Thorpe entered the 1979 SSDT on the 360cc CCM factory machine with riding number 250, with Thorpe shadowed most of the week by motocross rider, Dick Clayton whose riding gear had been rumoured to be literally stuffed with spare parts.
Dave Thorpe did finished the 1979 SSDT in 95th position on 397 marks lost, which was not a good day at the office for him, having been 11th position the year before on a Bultaco!
V. R. Moyce from Wickham rode a production CCM 350 in the 1979 SSDT and finished in 190th position on 597 marks lost.
Many of the Bolton built CCMs were bought by private riders who wanted something different.
In 1979 Honda launched their own British built four-stroke trials machine, the TL200E (the ‘E’ stood for ‘England’) made by Colin Seeley in England, but ‘adopted’ by Honda UK as their own model and marketed through their comprehensive motorcycle dealership network.
The frame was made from Reynolds ‘531’ tubing, argon brazed and finished with chrome plating to both frame and swinging arm.
The wheelbase at 51.5 inches followed almost the same dimensions as the Bultaco Sherpa it was designed to beat in competition.
Whist the CCM 350T was never destined to become a trials ‘world beater’, the machines did sell reasonably quickly. They were not produced in significantly high numbers, hence now they command extremely high prices for their rarity value alone.
CCM later became part of the ‘Armstrong-CCM’ brand, but that is another story!