100 YEARS: 1909-2011
The early history of the two-wheeled motorcycle very much mirrors the Scottish Six Days Trial. In the early 1900s, motorcycles were very primitive, and the original SSDT was mainly a test of reliability for those riders and machines, something very similar to the present event. Ever since those early days, it has attracted manufacturer involvement from the major brands across the globe. The sales benefit of winning such a prestigious event is a major selling point for them, even to the present day. The event originated as a five-day reliability trial in July 1909 run by the Edinburgh MC, and in 1910 the event was extended to six days.
In 1911 the Edinburgh MC merged with a series of other motorcycling clubs to form the current Edinburgh & District MC, and this new club has organised the Scottish Six Days ever since.
In the early years, it started and finished in Edinburgh, though rather than being a series of daily routes, returning to the starting point each day, the trial took in the whole of Scotland. It was a six-day adventure from Edinburgh to John O’Groats and back, with designated stopping points for overnight stays throughout the week. In 1914, the rules changed, introducing penalties for time and machine faults. In the 1920s, light cars were permitted to take part in the event for a short period.
BOOM TIME
In 1938, Fort William was chosen as a new central point for the trial, although the start and finish of the week would still be in Edinburgh. It did not take effect immediately as the trial was halted during the Second World War but, in 1947, the event resumed and grew from strength to strength. It was a boom time for the manufacturers in Great Britain as the ‘new’ sport of motorcycle trials attracted so many riders to the off-road world.
By the 1970s, the popularity of the ‘Scottish’ had exceeded all expectations, and entries had to be limited by ballot, as it became impossible for all entrants to complete the daily route within daylight hours.
The following change came in 1977 when the link with Edinburgh was finally broken, and the event started and finished in Fort William rather than having the traditional runs to Edinburgh at the open and close of the week’s riding.
In the 1980s, the event’s international flavour began with the first overseas rider, Yrjo Vesterinen (Montesa-FIN), winning the event, which would continue for nine consecutive years.
The early 1990s tested the prestige of the event when the focus shifted to world trials. Entries diminished, and many predicted the end of the event until a certain Mr Peter Stewart changed
the event for the better and guaranteed a future event for all to enjoy. The constant question asked by so many is when did the trial revert to the ‘Non-Stop’ rules? To put the record straight, we have reprinted an article from a good old friend of Trial Magazine, Peter Stewart. Here he takes up the story of the change that would save the event. We open the article reprint with the original header and words from 2011.
CRISIS POINT
Not long after this, entries were reaching crisis point as they continued to decline; could the trial survive? With bad weather year after year and very late finishes during the week, and rising costs all playing their part in this unfortunate situation, what could be done to turn things around?
Jim McColm, who was the secretary, was also coming to the end of his tenure; the future looked bleak indeed. Problems increased, with delays at the sections. Irish star Rob Crawford spent eight minutes in a Chairlift section, as he was entitled to do with the riders allowed to stop without penalty; this became a two-hour delay at the first group of the day after a cold, wet 30-mile ride. On top of this, the rules were too strict. We had changed an engine one year, a solution which was not available to a Clubman. If they had a serious problem, they were out. The tubeless rear tyres were becoming impossible to change out on the course, so outside assistance was becoming essential. The sections, because of the rules, were becoming harder. The Clubmen, the backbone of the trial, were struggling; this made for even more delay. Some evenings it was eight o’clock when the last riders finished, not out of time but due to delay. I thought I had a solution.
Armed with a satchel of Yamaha money and a couple of bikes, I departed to Edinburgh. The gifts came with one big string attached, NO STOP rules! A lot of trips to Edinburgh and many phone calls ensued.
There were worries about top riders ceasing to come; would that affect factory commitment? Leaving Clubmen without backup; would it work? It was agreed, with trepidation.
Willy, Rab and the rest of the team rose to the challenge for the 1999 event and, as usual, worked like Trojans. We waited with bated breath. Had it worked? You bet it did!
Watching the likes of Shirty Jnr and Steve Colley attack the sections at Kentallen, giving a bravura performance of hopping, flicking, and NO STOP was electrifying to watch, and both the riders and the crowds loved it. So, there we were, ‘The Holiday in the Highlands’ had returned with a vengeance. To paraphrase a competitor: VIVA LA SCOTTISH.