TURNING JAPANESE

Gollner Yamaha

Yamaha is proud — and quite rightly so — to be the first Japanese motorcycle manufacturer to win the iconic Scottish Six Days Trial in 1974; but where did the story begin? Believe it or not, it was in Edinburgh, Scotland. Ralph Forbes was a garage proprietor from Edinburgh who also ran Northern Motorcycles in Eyre Place in the Scottish capital. The Yamaha model was a 250cc DT1. It was the first-ever Yamaha to compete in the Scottish Six Days. The machine was originally registered in the USA and was exported to Scotland before the 1969 SSDT. Roll the clock forward to the autumn of 1970 and the innovative motorcycle that Bob Gollner had his eye on was the new Yamaha trail-type enduro machine in the rapidly expanding American off-road market. A six-model range of machines included a 50, 90, 125, 175, 250 and a 360. Introduced in the USA, they were all labelled as Enduro machines. Bob’s motorcycle dealership was the first to import one of each model into the UK. When he cast his eyes over the 175 Enduro CT1.C model, it set the innovative engineering brain into overdrive.

Words: John Hulme and John Moffat • Pictures: Alan Vines, Brian Holder, Eric Kitchen and Mick Whitlock

At 34 years old Bob knew what was involved in producing a trials motorcycle, having built and sold the lovely Cheetah, Villiers-engined trials models. Due to the very high standard of workmanship, particularly in the fabrication of the frame, they proved very popular. At the time Mick Whitlock was becoming a recognised name throughout the motorcycle world for his craftsmanship. He was the man behind the steel tubular frame. Whitlock was a time-served apprentice coppersmith, going through the process as a teenager at Portsmouth dockyards. He had become friends with Bob Gollner as a teenager when he visited his motorcycle showrooms in the ‘60s, which led to the Cheetah association. Both Whitlock and Gollner enjoyed their weekends competing in trials on a wide variety of machines.

IT HAS POTENTIAL

When the six Yamaha models arrived from America, a second sense told him that it looked very much as if the 175 — actual engine capacity of 171cc — could be converted into a trials model with the potential to become a good competitive machine. Remember the BSA engine Gollner trials ‘Bantam’ models? The Yamaha was high on quality components and very ‘modern’ compared to the antiquated BSA. Do remember that the Japanese had moved into the motorcycle sector making

serious in-roads to the ailing and once-mighty manufacturing of motorcycles in Great Britain. They had invested in superior engineering and manufacturing facilities as the English sat on their laurels with blinkered eyes. Bob assessed what could be used with the Enduro model as the donor. The front suspension, wheels and the Japanese engine came with a bulletproof reputation, so why not convert it into a trials competition machine? What was needed was a strong, lightweight frame as a starting point and so Bob turned to his friend Mick Whitlock.

FAG PACKET

After conversations with Gollner, a few measurements and sizes were written on the good old ‘fag packet’ so Whitlock could make a start on fabricating the frame.

He chose the Reynolds 531 steel tubing for its lightweight but also had experience working with it on various other projects. It would be a duplex type with front downtubes and a cradle for the engine to rest comfortably in, with a rear frame loop for strength and a conventional swinging arm. Under the fuel tank, the top tube would be used to house the oil for the two-stroke pre-mix; once again, innovation is very best from a master frame maker. Mick Whitlock was soon in action, using the donor parts to make sure everything would fit into his new frame as he went along with the fabrication.

In the ‘waste bin’ went the dual passenger seat, battery, lights and other unwanted accessories. The original fuel tank would be retained, and with the battery and dual seat gone, a larger volume air-filter box was built along with new side panels.

Various other parts would be manufactured and fitted, such as the folding footrests and rear brake pedal and a nice compact sump protector. New trials-pattern steel tubular handlebars were fitted, but once again the quality control lever for the brake and clutch remained as did the throttle assembly. The steel wheel rims were fitted with Dunlop tyres on the 2.75 x 21 front and 4.00 x 18 at the rear to bring it in line with its competitors.

SINGLE CYLINDER

Bob Gollner had tried the machine before its transformation and knew exactly what was required to turn the single-cylinder air-cooled engine into trials’ trim’. With the five-speed gearbox engine in the frame, Whitlock started to make some of the extra parts to enhance its performance. A new exhaust system was fabricated and fitted with the silencer fitted nicely behind the left-hand-side cover, which also had the air-box hidden behind it. A steel flywheel weight was turned in the lathe and shrunk onto the original item on its outside edge for maximum effect as the case had sufficient room inside to accommodate it.

Once the machine was complete with all the brackets now in place, the machine was stripped down. To enhance its looks and make it easier to keep clean, the finished frame was chrome plated. With its ‘Marine Blue’ fuel tank and polished aluminium mudguards and side panels, it looked just like it had come out of the factory in Japan; it had, in fact, come out of Mick Whitlock’s workshop near Portsmouth, and Bob Gollner was delighted.

On the scales they had managed to trim the overall weight down from 96kg to 74kg — they were two very happy men.

“On the scales they had managed to trim the overall weight down from 96kg to 74kg…”

SURPRISE

Its first outing was at the local Southampton MCC Jack White Trial. With Bob Gollner on board, he secured a first-class award. The new machine had shown tremendous potential. With some extra carburettor tuning and

understanding how to set up the separate oil and fuel supply with the twin cable pre-mix system, it was running much better than either could have ever imagined. The 66mm x 50mm bore and stroke gave a nice but smooth range of engine power. It was certainly very competitive. As they say, the proof is in the pudding, and this was proved when Gollner finished second to the great Sammy Miller on his 252cc Bultaco in the snow at the Waterlooville Cup Trial on the icy banks and climbs at Park Farm in nearby East Meon.

On the 175 Yamaha, Bob beat many very good Southern Centre riders in the strong entry of 124 riders with the majority all on larger capacity machines.

Bob’s mind was on making a small production run of the new 175 Gollner Yamaha, so he spoke with Mick Whitlock. With the Yamaha 175 Enduro CT1.C model’s import price and the costs to carry out the conversion, they agreed it would not be financially viable.

NICE TO RIDE

Bob loved riding the Gollner Yamaha and continued to compete on it in the Southern Centre and various nationals. Everyone who tested the machine agreed it was very nice to ride, with good usable power. In May 1971, the machine was taken to the Scottish Six Days Trial. With Bob riding, he had an enjoyable, trouble-free week to finish in 74th position. Now with the motorcycle shop busier than ever, the 175 Gollner Yamaha was parked up as Bob concentrated on his business. Where the machine ended up, we will never know — unless, that is, a Classic Trial Magazine reader has the answer.

Mick Whitlock helped with this article generation, so it’s a big thank you to him for bringing the story to life. Appreciation also goes to Brian Holder, Alan Vines and Eric Kitchen for researching the superb pictures.

Bob Gollner sadly passed away on the 23rd May 2019, and so, on this superb piece of engineering with the 175 Gollner Yamaha, this is where the story ends.

As history records, Yamaha signed Mick Andrews who won the 1974 Scottish Six Days Trial on the radical cantilever Yamaha. The production Yamaha TY 175 was introduced in 1975. I often wonder where the idea came from.

Bob had the knowledge of what was involved in the production of a trials motorcycle, having built and sold the lovely Cheetah, Villiers engined trials models.

Mick Whitlock had fabricated a strong, lightweight frame for the Cheetah trials models.

Ralph Forbes, who was a garage proprietor from Edinburgh who ran Northern Motorcycles in Eyre Place in the Scottish capital.

This was the first Yamaha model to compete in the Scottish Six Days: a 250cc DT1. The machine was originally registered in the USA and was exported to Scotland prior to the 1969 SSDT.

Under his very own Whitehawk trading name Mick Whitlock had built some of his own trials models, including this novel 175 BSA Bantam which used the frame as part of the exhaust system.

Both Mick Whitlock, on the left, and Bob Gollner, on the right, admire their new creation. Pictured right is an American market brochure for the Yamaha 175 Enduro CT1-C.

A friend of Bob Gollner’s, Dean Price flexes some muscle to show how light the 175 Gollner Yamaha is.

You must agree that this machine looks so competitive. How on earth BSA let an opportunity for a similar model slip through their fingers we will never know!

As history records, Yamaha signed Mick Andrews who won the 1974 Scottish Six Days Trial on the radical cantilever Yamaha and the production Yamaha TY 175 was introduced in 1975; I often wonder where the idea came from.

Before the Scottish Six Days Trial Bob competed on the new machine in some local events and the odd national.

1971 SSDT: Despite its small engine capacity and its light weight, it was more than up to the task of finishing the event.

1971 SSDT: Bob looks very content, knowing just how good the new machine was, and enjoyed a trouble-free week.

1971 SSDT: Holding the line on the lower slopes of Ben Nevis.