My First Time
SSDT John Hulme
In my mind’s eye all I could see heading north up to the Scottish Six Days Trial was vehicle after vehicle, vans, pick-ups, cars with trailers, you name it, all motorcycle related with one destination: Fort William. This was the dream in my mind as I sat in my father’s Renault 12 with the trailer on carrying my pride and joy, my SWM. With my mother and older brother Alan, plus all my riding kit and some spare parts we were well loaded up as we started on what would be a ‘Highland adventure’ that would turn into an addiction that lasts to the present day.
This particular article does hold a place in my heart, as it was generated way back in late June 1978. I was at Stockport Technical College where I was serving my City and Guilds apprenticeship as a welder pipe fitter. Part of the course included the generation of an article on your chosen subject; mine was my new SWM and the 1978 Scottish Six Days Trial. And it has stood a few house moves, a divorce and a flood! In the first part of this article, we will look at the new SWM trials machine before we move into part two and my first SSDT.
Part 1: SWM arrives in the world of trials
In late 1977 the Italian name SWM would enter the world of trials after making a name for itself in the tough world of Enduro. A small motorcycle and moped manufacturer, its sporting heritage in building good quality off-road machines had been endorsed and rewarded in Enduro. The trials models would use the air-cooled Austrian Rotax engine with its Rotary Disc Valve Induction system which was new to the slow-speed world of trials. Here I take up my introduction to the Italian machines.
Ossa Moto UK
It may sound strange to introduce this story with the name Ossa, but the Spanish brand was imported into the UK by Cliff Holden and his son Roger, based at Ferndown in Dorset in the South of England. By importing the SWM machines into the country, they would become the first dual importer of trials machines in the UK with Ossa and SWM. When this joint import venture was announced, it was also the sign of the first trials motorcycle into the UK to be priced at more than £1,000. Based on the exchange rate the eventual price tag would be £1,048, some £200 more than
the winning opposition such as Bultaco and Montesa.
After deciding to enter the 1978 SSDT, I approached my sponsors Town and Country Motorcycles run by Gordon Ruffley and Dave Lawson. Gordon had first sponsored me on an Ossa in my schoolboy riding days and supplied me with the Spanish machines as I moved into adult trials. I had a new 250cc Ossa on order for the approaching 1978 season. A good friend of the Holden family, Gordon contacted them to enquire about the new SWM. With Ossa, I would receive everything free apart from the spare parts, which would be at a discounted trade price. Town and Country Motorcycles would pay my entry, and when Gordon called to speak to my father, he came off the phone with some excellent news. The SWM would be at a discounted trade price but all my spares, tyres, chain, etc., would be free of charge. Even better was the news that I would receive free fuel and oil at the Scottish. Having sold my Ossa, Gordon loaned me one until the new SWM arrived.
It's SWM time
The pre-production models arrived on Saturday the 28th January earmarked for John Reynolds, new signing Colin Bell and Team Manager Sammy Miller. Despite the fact that Miller had won Honda its first British Trials Championship in 1977 with Rob Shepherd they did not renew his contact and he had moved to
the Italian SWM brand. I was eager to find out how good they were, and John Reynolds soon answered that question. After a brief practice session on the beach near Ferndown on the Saturday Reynolds had taken a brilliant fourth place on the Sunday at the Colmore Cup national backed up by Colin Bell in eighth. John Reynolds then had an excellent fifth place at the cold World round in Wales.
My new machine, the second production model off the assembly plant in Italy, was of a small batch for supported riders in the UK and it arrived on the 2nd April. From the word go, I was so impressed. It bristled with works-type features such as magnesium crankcases, wheel hubs and various other parts. Marzocchi suspension was fitted at the front and rear, and the red frame and white plastics certainly gave it the 'cool' Italian look. The look of quality was far superior to its Spanish rivals, and on further scrutiny I found other quality branded parts from Tomaselli and Magura. Its biggest asset as far as I was concerned was that it would start in any of the six gears by just pulling the clutch lever in and pressing the kick-start lever. The Rotax engine with its rotary valve on the inlet port gave out its distinctive noise, and it breathed through a 24mm Dell Orto carburettor which sat very low in the frame. Moving the fulcrum point of the swinging arm closer to the drive sprocket, making the distance just three inches, was claimed to make the interference of the chain 'pull' less which in turn made the rear suspension more neutral. Another nice touch was the 'C' shaped aluminium protector around the gearbox sprocket, which would protect the cases if the chain derailed or broke.
Enduro innovation
The air-filter system came from the Enduro racing experience which meant that if water entered the air-filter box, it would be allowed to drain out through a small rubber outlet at the bottom of the box. The air filter had a small deflector plate fitted at the inlet point to divert any water away from the breathing point. You just squeezed the rubber outlet to drain the water, so simple but so effective. The paint quality was almost as good as the 'stove enamel' process, and the quality of the welding on the frame on the SWM put the Spanish machines to shame. Simple things like the hole in the aluminium sump shield matched up to the magnetic drain plug; on the Spanish equivalents, this never happened making access to drain the oil very difficult. Featuring 'straight cut' gears for a close, effective and easy change gave the engine its sound, and the magnetic plug attracted any foreign particles that were found.
The front exhaust pipe was tucked out of harm's way and exited through a middle box and quite a large rear silencer. A quick-release rear wheel was fitted that would allow the brake and rear sprocket assembly to stay in place if you wanted to remove the rear wheel. The rear hub assembly houses six large diameter rubber rings which act as a 'cush-drive' system to make for smoother delivery of power to the rear wheel. The fuel tank and seat could be easily removed for maintenance by two elastic rubbers at the rear of the seat. If I could find anything to be critical of it was the rear shock absorbers. The Marzocchi shocks looked good with the external cooling cylinders, but I was very much a Girling man and only time would tell if I was correct.
My First Ride
It performed very well straight out of the crate, and I could not believe just how good the first four gears were, something that John Reynolds had endorsed on his first ride. The distinctive engine noise took some getting used to, but it was a big thumbs up all
round. After a weekend practising on it I finished second in a local event first time out, which was pleasing as it was now only two weeks away from the Scottish. The SWM was pulled apart, and every part was checked. I started with the wheels and checked the spokes and nipples for cracks. The Pirelli tyres were swopped for Dunlop, which I preferred, and new inner tubes front and rear were fitted. Close attention was paid to the tyre clamps, and any sharp edges removed. Wheel bearings were checked and leading edges put on the brake linings to make them more efficient. A new set of chain and sprockets were fitted, and 'Loctite' applied to the sprocket bolts.
My father Ron took the cylinder head and barrel off, checked the ignition timing was correct and checked all the electrical connections were okay and applied some waterproof lubricant to them. The carburettor was checked and a note made of the internal jets in case we needed to change them in Scotland. New Renthal handlebars were fitted, and the grips made secure. With the machine all back together I rode it in a trial to its first win as a 'shakedown' to make sure it all worked okay. Tools we would need, and spares were all sorted out, and I made sure I had all my riding kit for the week. I also made a point of sorting out what to carry in my tool bag that would be around my waist.
Part 2: Scotland, here we come
We set off up to Scotland on the Friday and arrived mid-afternoon to the Innseagon House Hotel just outside Fort William, which would be our base for the week. The previous year on my first visit to the SSDT we had stopped in a caravan at the bottom of Ben Nevis! My mother talked my father out of this for my first ride in the event, thank god. After having a look around on the Saturday, I welcomed the traditional 'Weigh In' day on the Sunday on the West End car park. Here we set up camp with SWM UK and the Italian guys who had turned up in a Simca estate car and trailer full of parts and machines — what happened to the promised factory truck I had been told about? The good news was that the team's superb trials mechanic Dario Seregni was there, along with Pietro Kuciukian the Team Manager and Giovanni Tosco who were riding and arrived with the co-founder of SWM, Fausto Vergani. I was pleased when Dario had a quick spin on my machine just to confirm all was okay. The gearbox oil was changed and new control cables fitted, I would carry the old throttle cable as a spare knowing it would fit. I attached a spare rear inner tube to the rear mudguard and also fastened spare control levers to the frame.
Team Manager Sammy Miller supplied a pre-stretched quality Izumi chain which was duly fitted, and he handed out spare NGK spark plugs. I purchased a pair of RG trials boots at a reduced price and received a new riding kit from the TT Leathers boss Len Thwaites, thanks to Nick Jefferies telling them I was a good young rider. It was then a case of handing my SWM to the officials to have the marking paint applied to the parts that could not be changed during the event which included the frame, swinging arm, front and rear wheels, front and rear suspension, engine and cylinder head and barrel and the fuel tank. I then wheeled the machine into the secure compound.
Six Days
Sammy Miller told me to once again check my machine in the 15-minute allowance in the morning before you start, which I did. He also advised me that I should carry a spare front inner tube in my bum bag and helped me to sort out what tools and spare parts to carry. I adjusted the tyre pressures to 8 psi in the front and five psi in the rear. The SWM started first kick, and I was happy; Sammy Miller and Cliff Holden flashed a satisfying smile which made me also smile.
DAY 1: This was a new experience for me but very enjoyable. I found the moor crossings quite difficult, especially after the lunch check in Kinlochleven before we headed out to Blackwater. The moor crossings throw all sorts at you but I was fine apart from one incident where I misjudged a river crossing and water covered the engine, but it kept running. I was getting low on fuel on the moors as I came across Nick Jefferies whose aluminium fuel tank on the CCM had split. I offered to help, but he advised me to keep going. All was fine, and I arrived back at the finish with plenty of spare time. I adjusted the chain and ran the tools over my machine, and handed it back into the secure compound.
DAY 2: Once again the SWM fired up no problem, and I then had a quick look at my time card to check where I was going. I enjoyed the morning's riding conditions which were fine and dry. Just after the lunch check, the SWM seemed quite rich on the carburation, and I noticed that my fuel tank was leaking on one of the brackets where it had been welded, and the fuel was running down the throttle cable and into the carburettor. The new 'Super Tape', now named 'Duct Tape', from the USA had arrived in the UK. After giving the leaking point of the fuel tank a good clean, I applied some of the tape which appeared to be working. Sammy Miller had a quiet word and told me not to mention it to anyone!
DAY 3: I set off for the day well kitted out as it had started to rain. It was a long, cold, miserable day and it made me realise just how tough this event is. You have to remember to 'lift' yourself when you arrive at the hazards and prepare to ride them. Hand your time card in if a delay is available, and John Reynolds kept reminding me to check my tyre pressures as they go up due to the heat on the road. I considered the new hazards at Ba House difficult, and I struggled with them. It was quite encouraging to see the top riders losing marks though. Due to the severity of the hazards, I got behind on time. Mick Andrews urged me on, but at the finish, I had lost 20 marks on time - I was gutted.
DAY 4: With a total mileage of 113 miles I gave the machine a good 'fettle' in my 15 minutes. My father Ron told me to up my speed a little on the road sections, and I can happily tell you that the Rotex engine was good for 70mph on the road. However, coming into the lunch check at Salen the engine died and stopped running. I pushed the SWM into the lunch check, had a quick bite in my time allowance to eat, and then pushed it out. My first instinct was to change the spark plug, and with a new one in it fired up first time. Sammy Miller who was out and about on his SWM assured me he was pretty sure it would be okay. Sammy was an inspiration all week with his supportive words.
DAY 5: The weather was fine again, and I set off over the Mamore Road full of the joys of the event having just ridden the hazards at Callart Falls, but then disaster struck. I hit one of the shallow stream crossings a little hard, and the front tyre was punctured, and it went flat. I soon had the front wheel out and a new tube fitted, but the front wheel nut threads had come away from the spindle. John Reynolds told me to tighten the front fork 'pinch bolts' and ride steady to the lunch check in Kinlochleven. A new front wheel spindle was fitted, and all
was good. I was a little behind on time, and coming down from the hazards at Bradileig I got crossed up in a rut and had a massive crash. Following riders had seen me crash and stopped to help. The rear mudguard was broken, the throttle damaged and the fuel tank had taken a hefty blow which made the leak worse. It was a battered and bruised 'me' who got to the fuel stop. Back at the finish some quick 'spanner work' soon had the SWM back in good condition though!
DAY 6: In the 15 minutes I fitted a new front tyre and tube, just to be safe for the final day of the adventure. It was still a long day with just over 70 miles to cover but the weather was kind, and I was very happy to make the finish of my first Scottish Six Days Trial. Cliff Holden and Sammy Miller shook my hand, and I thanked everyone for their help and support. I had put another 20 years on my mum and dad, Joyce and Ron, but they were very happy I had finished; the support from them as always was very much appreciated. It had been a tough week, and I had proved that the SWM was well up for the job. As I type this up from my original document, I can tell you that the addiction is still as strong as ever for this legendary ultimate test of human and machine!