Along with friend and scrambler Frank Underwood, trials enthusiast and school teacher Ron Goodfellow designed, built, rode and sold the Saracen mini trials motorcycles in kit form, inspired by a desire to create an affordable alternative to the then-expensive Bultaco models.
Working in a small Cirencester workshop, Mr Goodfellow brazed up a chassis using preformed tubing from Technical Tubes Ltd. That was the easy part. But, just as Roger Kyffin of Sapphire had found, the problem was in sourcing an engine.
The prototype machine had been built using a BSA Bantam engine, but BSA refused to supply complete engine units.
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Undeterred, Ron and Frank visited the Sachs factory in Austria and returned with five engines in the boot of their car. Having made a jig, Ron built the first bike and then took it to Comerfords, who placed an order for three machines. The other two were sold to Triumph dealer — and the man who prepared the TR6 for The Great Escape — Ken Heanes on the way home.
Within a couple of years, the Saracen was selling well through a number of dealers and running a works team, not to mention moving into a factory near Stroud, although most of its output was being exported to America.
Team winners in the 1971 Scottish Six Days Trial and contenders in many nationals, Saracen was outwardly successful, building some 300 motorcycles. Behind the scenes, however, it struggled financially, not helped by the fact that Sachs changed its engine design to incorporate alloy barrels and six-speed gearboxes. Ron was worried, thinking it was an upgrade.
With an order for 40 bikes from a USA customer on the books, the machines were built with the new Sachs engine. Then disaster struck. The customer refused to take them, demanding the steel-barrelled machines they had ordered.
Saracen was stuck with 40 bikes it couldn’t sell, the bank called in its overdraft and the company went into receivership.
The following year, David Brand bought Saracen lock, stock and barrel, moving the entire operation to larger premises in Watford, Hertfordshire. With a bigger output, Brand hoped to cut costs and push the operation into profit.
Models offered were in 123cc, 169cc and 188cc capacities, the latter being an overbored 169cc, all with Sachs power.
There were plans to increase engine options to 250cc, but Saracen had lost momentum and the days of the mini trials bike as a serious contender were over.
The last Saracens were built in 1973.
