Classic Trial Magazine Issue 23 Winter 2017 by Trials Media

• MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES • www.trialmaguk.com

Issue

COSTA BRAVA 2017

AMBASSADOR

CONVERSION

WINTER 2017 Issue 23 • UK: £6.25

PETER GAUNT DUCATI 350 CONVERSION

MEETING

PETER BEARDMORE MEETING

ERIC ADCOCK SPECIAL

AMBASSADOR

All week long I have to be good...

But at the weekend I can be shocking! sales@thetwinshockshop.co.uk | 01395 514287

THE CHOICE OF CHAMPIONS

TONI BOU 11 x FIM Trial World Champion 2007-2017 11 x FIM X-Trial World Champion 2007-2017

To discover the Michelin Trial range visit:

moto.michelin.co.uk

Picture: Peter Gaunt (Ducati) 1971 SSDT Credit: Brian Holder

Cover Photo: Peter Gaunt (Ducati) 1971 SSDT Picture Credit: Brian Holder © 2017 CJ Publishing Ltd. All rights reserved. No part of this publication, even partially, may be reproduced or transmitted in any form or by any means without the prior written consent of the publishers. All copyright of images/content remains that of its photographer/author. Every effort has been made to gain permission to publish copyright material however, where efforts have been exhausted, we have published on the basis of ‘Fair Use’ to comment factual based material where by its use is not central or plays a significant part to the entire publication but to act as an aid for historical and educational purposes only. This publication is offered as a limited print run. Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents. The views expressed are those of the contributors and not necessarily those of the Publishers. Documents submitted for publication will not be returned. The editor reserves the right to modify documents accepted for publication.

contents REGULARS News �� 6 Editorial �� 8 Paddock �� 10 Shopping �� 12 Subscribe �� 40 Poster �� 49 Parts Locator �� 90 Back Issue �� 94

FEATURES Conversion �� 14 Peter Gaunt Ducati 350

International �� 20 Costa Brava Two Day

Classic News �� 29 1967

Classic Competition �� 32 Southern Experts 1968 Victory 1971

Ambassador �� 42 Peter Beardmore

Special �� 54 Harry Stitt BSA B40

Flashback �� 60 Indoor Trials

Project �� 68 Mickmar

Meeting �� 76 Eric Adcock

Sport �� 84 Kia Twin-Shock Exeter Two Day

Executive Director: Philippe Benhamou

Photographers: Barry Robinson , Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcyle News.

Editor: John Hulme, england@trialmag.com

Advertising Manager: Lisa Reeves, lisa@trialmag.com

Editorial Staff: Jean Caillou, Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield.

Proof reading: Jane Hulme, Davina Brooke

Mail order: www.trialmaguk.com, www.trialmag.com

Webmaster: Heath Brindley, www.trialmaguk.com

CLASSIC TRIAL MAGAZINE IS PUBLISHED BY CJ PUBLISHING LIMITED 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163 Email: england@trialmag.com CJ Publishing Limited is a Company Registered in England Number: 5947718

Co-Managing Directors: John Hulme and Charles Benhamou

ISSN: 2049-307X

Design and Production: Dean Cook, The Magazine Production Company Printing: Buxtons Press

NEWS

CLASSIC DIRT BIKE SHOW 2018

Gate, Telford, Shropshire TF3 4JH. Opening Times: Saturday 10am–5pm (Early entry autojumble open at 9am); Sunday 10am–4pm (Autojumble open at 9am) For traders and exhibitors (including club and private) contact: Sales executive Andy Catton on phone: 01507 529594 or email: acatton@ mortons.co.uk

CLASSIC TRIAL MAGAZINE WILL BE THERE!

SATURDAY 17–SUNDAY 18 FEBRUARY 2018

Telford’s annual off-road and road-racing show has a tradition of drawing the biggest names and 2018 is no different as the Classic Dirt Bike Show sponsored by Hagon Shocks returns to the Telford International Centre over the weekend of February 17–18. Clubs and private entrants will pack into the

venue once again, bringing together the most fascinating collection of historic off-road machines you’ll find under one roof, and they’ll be joined by a raft of traders offering everything from parts and spares through to accessories and riding kit, plus project bikes…if you’re tempted. Venue: The International Centre St Quentin

JOHN LAMPKIN RETURNS

Once again Classic Trial Magazine will have our stand at Telford’s annual off-road and road-racing show. Come and see us for all your subscription needs. We will also have a large selection of back issues available.

PETER BEARDMORE

The Beta UK importer John Lampkin made a return to national and international trials riding a Fantic 300. A front runner in both the World and British trials championships in the 80s riding SWM and Armstrong CCM, he then made a move to the Italian Fantic team. He won his only World round in the USA in 1983 on the 240 Fantic, with his highest championship finish in 1984 on the 300 Fantic where he finished fifth. He rode the Lakes Two Day in the Clubman class to a very creditable tenth despite some machine troubles on the Fantic. His international return was at the Costa Brava Two Day. Very much a trials ‘anorak’, it’s fantastic to witness the skill, which is still in abundance, and the enthusiasm for the sport from this past master.

It’s always sad to report the death of anyone, but especially so in the case of Peter Beardmore who passed away after a brave fight against cancer in late October. Classic Trial Magazine Editor John Hulme: “I have known Peter for the best part of 40 years from my early trials days at the Cheadle Auto Club events. Over the following years our paths would constantly cross not just in the UK but also in Europe at world championship trials. “I had been told he was very ill earlier in the year but out of the blue in June he contacted me. He explained about his health problems in a very positive way and then asked if I would consider taking on board his photographic collection of around 3,000 pictures from the sixties to the present day! This to me was a great privilege and they will come to life once again over the next few years in our publications. “Off the back of our meetings you will find an article titled Ambassador, the life of Peter Beardmore. Once you read the article you will understand the title as that was what he was, a global ambassador for motorcycling. We worked on the article together and it is published with the blessing of his Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 22:51 family.”

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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R U O T I S I V P O H S B WE

TRIALS GURU JOHN MOFFAT

FAMILY CONNECTIONS

Pictured from left: David Wood, John Moffat, Alan Lampkin

Can you imagine my delight when I opened an e-mail recently which offered the use of photographs from a period when our glorious sport was in its infancy for my website Trials Guru? The offer came out of the blue, and from a very highly respected source, David Wood, formerly of C.H. Wood (Bradford), who produced all the cine films for a plethora of large companies associated with motorsport worldwide. The photographs were his late father’s, and he wanted to make sure that some of them would be seen because many have never been presented to the public. David Wood is a motorcycle enthusiast, as was his father Charles Harold Wood before him. I met David at the Scott Trial Reunion dinner at the Ripon Spa Hotel in the November of 2014 organised by Sid Lampkin, but the connection actually went much further back than that meeting at Ripon. The Wood family had been filming a movie called ‘Quartet for Two Wheels’ in 1967, which had been commissioned by Castrol Oils. Part of it was filmed at a scrambles event in Lanarkshire, Scotland and

my late father Arnott Moffat had been instrumental in making some of the arrangements to enable the filming to take place. Over the years David Wood kept bumping into Arnott annually at the Scottish Six Days Trial, where he also filmed for the Yamaha Motor Company to produce their promotional film called ‘Mick Andrews Trials Champion’ in 1973. David clearly remembered those meetings and described Arnott Moffat as a ‘very helpful gentleman’, and to be fair I knew my Dad had great respect for the Wood family, their achievements in the British film making industry, their enthusiasm for the sport of motorcycling and their products. So the moral of the story is never take for granted that good things can happen; they happen because people want them to, and connections, especially those made in a sport, can last for a lifetime. It is without doubt that David Wood based his decision to share his father’s wonderful images with my website on the experience he gained when having sound dealings with likeminded people. It’s called respect.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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PADDOCK ROBREGORDO 2017 The 2017 Robregordo trial in Spain had an influx of riders from all across Europe. This is another event on the Classic Trial Magazine radar. A huge success it follows the trend of providing an enjoyable few days of riding on a wide variety of men and machinery which we look at in this ‘Paddock’. Picture Credits: Fili.

TEAM

START

FANTIC 300

BULTACO

BULTACO 350

BULTACO 250

CRASH

OBSERVER

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

PADDOCK ROBREGORDO 2017

FANTIC 125

APRILLIA 311

HONDA TLR

MONTESA 242

MONTESA 250

OSSA 250

CLASSIC TRIAL MAGAZINE 2017 â&#x20AC;¢ ISSUE 23

MONTESA 349

BSA BANTAM

OSSA 350

CHRISTMAS SHOPPING TRIALS

Headline Line Two

Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum Morad Wheel Rims dolessi acearuptia sendunto iurBMS rerum labor as repudae stotas solut re vollenis www.birkettmotosportukltd.co.uk DVD 2017 Classic Review eveliquam. www.trialmaguk.co.uk Words: JOHN HULME • Pictures: Justyn NorYCK

he Spanish brand Montesa, and Jim Sandiford go hand in hand. The Sandiford family have imported the machines since the late sixties. When Jim Sandiford passed away in 1993 it was his son and daughter Martin and Caroline who were left to continue with the business. They have successfully negotiated their way to enviable success with sales of machines, and competition success including SSDT and Scott Trial wins. In a male dominated sport it was Caroline who looked after the logistics. She has attended every SSDT since a very early age. With Veloce Ford the changeBooks of direction in the Montesa/Honda Focus WRC she will not have the famous trials importership www.veloce.co.uk Montesa hospitality in the Parc Ferme, leading her to have her first holiday in May! “I really don’t know what I’m going to do with myself that first week in May… It’s going to be very strange. My brother is sad but relieved... he really hated the headache that went with it all, but I still love that place and the event, it still is Dad for me… What will I do? .. I will probably still drive to Fort William for a few days’ holiday and for the first time in over 17 years watch some sections. That will certainly be a novelty, after having been confined to the Parc Ferme day in day out running our service for such a long time. I can’t NOT do the drive up through Glencoe, wave at the tree growing out of the rock (long story… but as kids Dad used to wake us up to look at the same! – Ask Hemmo’s and any Lampkin, they used to get woken up to look at it as well!) But yes, to watch some sections would be nice. Although I am sure I will feel like a spare part. No working out of delay times (Wow)... I can do them in my head I’ve been doing those for so long, but I’m sure someone will chuck their delay card at me with the words “Caz – how long have I got?” Don’t get me wrong, the 14 hours (sometimes) on that car park is extremely hard work; the loading of all the spares, the setting out of the same, the preparation and logistics of the “hire” bikes, looking after riders… it’s always classed in our family as THE WORST WEEK of the year… but it still holds that special place in our hearts. Our hospitality was branded “second to none” – other “contracted”

riders used to try and sneak in for some of our scram… we generally let them. This sport is so family orientated it is (and will be) very difficult for someone from outside to integrate and ours is Mots Step 4 Riding Kit certainly a VERY hard act to follow.

www.trialendurodirect.com

A Four-Stroke Winner

To win with James in 2007 was unbelievable… Stood at the bottom of the hill with all my and James’s family before he rode up onto the finish ramp, and to see his (and team riders Jack Lee and Andy Huddleston’s) body language as they rode down the back street.. We knew he’d done it... I cried... Personally for me that year I needed that, he knew that and didn’t disappoint. It was utterly fantastic and team effort. Exactly what this sport is all S3a real Protec Jacket www.s3parts.com about. As for Amos in 2002, well what can I say... www.trialendurodirect.com Amos and this family have a friendship going back YEARS (Back to Cyclo Trials Days) and his win was very very special and was celebrated as only Amos can!! Now I’m not going to get into the politics, the global meltdown and the impact that had on Montesa. The phone is ringing daily at the moment with the “Why aren’t you doing the Montesa Hebo Pro 2 Pant and Shirt service in Scotland?” and it’s a question wewww.apico.co.uk cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way2for Mots Jacket Xlight MAKE AND MODEL NUMBER Montesa, but across the board it increased the www.trialendurodirect.com SPECIFICATIONS base costs of the bikes and therefore the retail. The Motor Single cylinder 2-T water economy took a downturn and the buying public cooled – 272cc (76 x 60) could no longer justify such a high end cost (despite Carburettor 26mm Ø Dell’Orto flat slide the brand’s unrivalled reliability). Two-strokes made (These will be fitted to the a resurgence… sales of four-strokes diminished. production machine) With over 40 years of experience and Montesa Gear-Box 5 speed contacts all over the world we are a stick of Montesa Putoline FIM Clutch 12 Pit plateMat Cycle rock... cut us in half and that’s what is says... Coupled www.putoline.co.uk Parts Frame 6063 specification with unsurpassable knowledge and experience of the aluminium CNC machined brand it’s been a sad demise… But looking forward, Front Suspension Ø 40 mm Marzocchi we as a family still have a commitment to the aluminium Bultaco Right Hand sport. That’s what Trials is about – always has been Rear Suspension Ohlin’s SideShock-Absorber Foot Brake and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 www.inmotiontrials.com Friendships … simple. piston callipers.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CHRISTMAS SHOPPING TRIALS

Headline Line Two

Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum Putoline Lubricants ‘Duel Straw’ www.putoline.co.uk dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis Caberg Crash eveliquam. Helmet Freeride Words: JOHN HULME • Pictures: Justyn NorYCK

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riders used to try and sneak in for some of our he Spanish brand Montesa, and Jim scram… we generally let them. This sport is so Sandiford go hand in hand. The Sandiford family orientated it is (and will be) very difficult family have imported the machines since for someone from outside to integrate and ours is the late sixties. When Jim Sandiford passed away certainly a VERY hard act to follow. in 1993 it was his son and daughter Martin and Caroline who were left to continue with the A Four-Stroke Winner business. They have successfully negotiated their To win with James in 2007 was unbelievable… Stood way to enviable success with sales of machines, at the bottom of the hill with all my and James’s and competition success including SSDT and family before he rode up onto the finish ramp, Scott Trial wins. In a male dominated sport it was and to see his (and team riders Jack Lee and Andy Caroline who looked after the logistics. She has Huddleston’s) body language as they rode down attended every SSDT since a very early age. With the back street.. We knew he’d done it... I cried... the change ofTY direction the Montesa/Honda Yamaha 250inSeat Personally for me that year I needed that, he knew trials importership she will not have the famous www.yamaha-majesty.com that and didn’t disappoint. It was utterly fantastic Montesa hospitality in the Parc Ferme, leading her and a real team effort. Exactly what this sport is all to have her first holiday in May! “I really don’t know what I’m going to do with about. As for Amos in 2002, well what can I say... Bultaco myself that first week in May… It’s going to beEarly very Model Amos and this family have a friendship going back Clutch Spring Tool strange. My brother is sad but relieved... he really YEARS (Back to Cyclo Trials Days) and his win was www.inmotiontrials.com hated the headache that went with it all, but I still very very special and was celebrated as only Amos love that place and the event, it still is Dad for me… can!! What will I do? .. I will probably still drive to Fort Now I’m not going to get into the politics, the William for a few days’ holiday and for the first global meltdown and the impact that had on time in over 17 years watch some sections. That will Montesa. The phone is ringing daily at the moment certainly be a novelty, after having been confined to with the “Why aren’t you doing the Montesa the Parc Ferme day in day out running our service service in Scotland?” and it’s a question we cannot for such a long time. I can’t NOT do the drive up politically answer. The switch to four-stroke (and through Glencoe, wave at the tree growing out of being the leaders) should have paved the way for the rock (long story… but as kids Dad used to wake Montesa, but across the board it increased the us up to look at the same! – Ask Hemmo’s andApico any base costs ofTool the bikes and therefore the retail. The Answer Bag Alpinestars Full Lampkin, they used to get woken up to look at it economy took a downturn and the buying public www.apico.co.uk Chest Protector A-10 as well!) But yes, to watch some sections would be could no longer justify such a high end cost (despite www.offroadaction.net nice. Although I am sure I will feel like a spare part. the brand’s unrivalled reliability). Two-strokes made www.alpinestars.com No working out of delay times (Wow)... I can do a resurgence… sales of four-strokes diminished. them in my head I’ve been doing those for so long, With over 40 years of experience and Montesa but I’m sure someone will chuck their delay card contacts all over the world we are a stick of Montesa at me with the words “Caz – how long have I got?” rock... cut us in half and that’s what is says... Coupled Don’t get me wrong, the 14 hours (sometimes) on with unsurpassable knowledge and experience of the that car park is extremely hard work; the loading brand it’s been a sad demise… But looking forward, of all the spares, the setting out of the same, the we as a family still have a commitment to the preparation and logistics of the “hire” bikes, looking sport. That’s what Trials is about – always has been after riders… it’s always classed in our family as and always will be... Trials = Family and lifelong THE WORST WEEK of the year… but it still holds Friendships … simple. that special place in our hearts. Our hospitality was branded “second to none” – other “contracted”

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SPECIFICATIONSHandlebar’s 5.5” Motor Single cylinder 2-T water or 6” cooled – 272cc (76 x 60) www.inmotiontrials.com Carburettor 26mm Ø Dell’Orto flat slide (These will be fitted to the production machine) Gear-Box 5 speed Clutch 12 plate Cycle Parts Frame 6063 specification aluminium CNC machined Front Suspension Ø 40 mm Marzocchi aluminium Rear Suspension Ohlin’s Shock-Absorber Brakes disc Ø 185/150 mm - AJP 4 and 2 piston callipers. Dimensions Seat height: 665 mm; Footrest height: 330 mm Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. Price £5,995 Price includes VAT. Price correct at time of print. CONTACT

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CONVERSION DUCATI 350

Gaunt goes Italian I sometimes wear a Ducati t-shirt on my world travels as I have a secret passion for many things Italian. It also comes in handy as Ducati is internationally recognised as a pretty cool brand, and it’s surprising what doors it can open for you. We all like Italian food and booze, especially pizza and Peroni beer which springs to my mind! In the automotive world it’s Alfa Romeo and Lancia cars and, of course, Ducati motorcycles for me. As Sammy Miller’s British Championship winning years came to a close at Bultaco he had pretty much pushed the twostroke trials motorcycle to the top of the sport as Ossa and Montesa followed suit. It was whilst I was researching articles that I noticed Miller’s name missing from the 1971 Scottish Six Days Trial results; of course, he had retired from mainstream events. He was still at the event though, in the capacity of the Bultaco UK Trials Team Manager. At the traditional weigh-in held at the Gorgie Cattle Market in Edinburgh he noticed Peter Gaunt with his four-stroke 350cc Ducati. He had converted it from a road-going motorcycle into trials trim. Did this plant the seed for a return to four-stroke trials machines in the future for Miller? Words: John Hulme with Peter Gaunt • Pictures: Brian Holder, The Nick Nicholls Collection at Morton’s Archive, Ducati and Eric Kitchen

This Ducati brochure shot of the 350 Sebring makes you understand the enormity of Peter Gaunt and Ray Dell’s task to convert it into a trials machine.

The Ducati Monza 160 is still quite physically big for a small-capacity motorcycle.

OHN HULME: “I have known Peter Gaunt since I asked him for his autograph at the 1969 Northern Experts Trial. Over the years I have watched him perform some very interesting conversions from road to trials motorcycles with much interest. He has been a mine of information since I started to produce magazines on trials, always at the end of the phone to answer questions. “He suffered a stroke in December 2016, from which he is still making a slow recovery. The mention of trials and in particular the Ducati conversion and I was all ears as you will find out, as his brain remembered the task at hand all these years on.”

A Racing Start

With good results including a third-place finish at the Scott in October 1970, Peter Gaunt followed them up with a win at the Irish Experts riding the 125cc Sachs engined Dalesman. He had been taken on board at Dalesman; they recognised his engineering skills on the popular ‘Micro’ trials machines that were based around small capacity engines.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CONVERSION DUCATI 350

As Sammy Miller quoted in the press at the 1971 SSDT: “It still needs plenty of development work” on which Gaunt commented: “It’s now going to get six days of that”.

It’s the size of the 350 engine that dominates the Gaunt Ducati trials machine.

Every picture tells a story, and when you look up close at Sammy Miller’s face you can tell he is trying to understand the engine characteristics!

The idea was to develop a new trials model, but Gaunt became frustrated with the slow progress and the number of promises not being fulfilled by the management. At the trade shows at the end of the year, he had noticed the Ducati 350 Sebring model and had a conversation with a guy named Bill Hannah who was with the four-stroke machine. Scotsman Hannah was a successful car and motorcycle entrepreneur who, off the back of his business success, ran a motorcycle racing team using Ducatis. The Sebring model’s history is quite interesting as the Ducati concept model arrived in 1965 as a 350cc single cylinder air-cooled four-stroke. At the time it was the largest capacity machine available from the Italian brand. Aiming to break into the lucrative American market they attended the Sebring race. Based near Florida, the Sebring International Raceway is a road course where Ducati team rider Franco Farne entered the 251cc–700cc international race on the 350cc Ducati. With strong opposition from much larger capacity machines he was delighted to come home in 11th position, winning the 350cc class. A common feature with many motorcycle manufacturers is

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

that they name models after competition success, and Ducati was no different with the Sebring. Peter had explained to Bill Hannah about his experience with motorcycle trials development, and he agreed to fund a conversion from the many parts he had at his warehouse near Liverpool. This was full of parts and cannibalised Ducatis that had been robbed for road racing activities. In 1967, Ducati was on the edge of financial ruin as both the 350cc Sebring and the 160cc Monza Junior models had not sold well at all in America. The trend in America had moved to larger capacity two-stroke machines, and in truth, no one wanted the Ducatis. The American importer had a huge order due, and when he could not fund the shipment, it was Hannah, forever the speculator, who purchased it. He sold the Ducatis into the UK market, undercutting the official UK Ducati importer Vic Camp’s prices.

CONVERSION DUCATI 350

Ducati Trials

Stood in the crash helmet on the right is Duncan MacDonald, who was prominent in bringing his own innovative ideas to the trials world. Just like Peter Gaunt had done with the Ducati, Duncan was always thinking ‘outside the box’.

With the overall weight down to 208lb after much use of aluminium parts including the fuel tank, mudguards, front and rear wheel rims and chain guard, it was looking very professional indeed. The new 350cc Gaunt Ducati attracted much interest at the start of the event. One famous name to cast his eye over it was Sammy Miller. He enthused at Gaunt’s project and the engineering innovation involved to shoe-horn the mighty engine, which stood very tall, into the smaller 160 model frame. The last time Miller had ridden a Ducati motorcycle was as a member of the Italian works road racing team in 1958 when he rode the 125cc four-stroke to fourth place at the Isle of Man TT. After throwing his leg over it and having a play in the cattle market area of the ‘weigh-in’, he declared, that despite his good friend Gaunt’s valiant efforts, it still needed plenty of development work, to which Gaunt commented: “It’s now going to get six days of that”. After a week of inspired riding, Peter took the Best 251cc–350cc cup finishing in a very creditable 25th position. The Ducati had performed well and a second one was built after the event, but in truth, he knew that it was never going to be an option to put them into production. It was a brave effort by Gaunt to put Ducati on the trials map, and according to our records, no other Ducati has ever been entered into the ‘Scottish’. The two-stroke models from Spain were the ones to have and in August Peter Gaunt would move to a Montesa, with support from the UK importer John Brise at Montala Motors. In 1972 he once again moved onto another converted 125cc, this time a two-stroke Suzuki, but the four-stroke idea was still ticking away in his head as unfinished business. In 1973 he competed in the Scottish Six Days Trial on a four-stroke Honda trials machine converted from the XL 250cc trail model (see issue 19 of Classic Trial Magazine). In 1974 Sammy Miller signed a contract with Honda in Japan, had the four-stroke seed been planted with the Ducati 350cc?

An Italian Stallion

At Bill Hannah’s warehouse, Gaunt was able to view the vast amount of new machines and spare parts available for his new trials project. Working with his friend, motorcycle dealer Ray Dell, they decided what was needed and loaded an assortment of parts into their vehicles and returned to Yorkshire. Gaunt had noted on the Sebring that one of the earliest problems would be the width of the 350cc model’s crankcase. Having ridden the 20HP five-gear road models, he knew the power was far too fast and aggressive for the slow-speed world of trials. After some serious measuring, he found that the crankshaft tapers on both the ignition and clutch side on the 160cc were the same as the 350cc overhead camshaft single cylinder engine. This allowed him to utilise the gear and timing ratios from the 160cc Monza, which were lower than the 350cc, and after some careful thought, they would be married together. He could also fit the ignition and flywheels from the smaller engine. The five gears available in the 160cc were also lower in ratio than the 350cc, which in turn reduced the size of the rear wheel sprocket to make the passage through rocks and obstacles easier. The mounting points on the frame were the same for the 350cc, so the 160cc frame was the base for the trials project. Work soon got underway with the two-man team using a wide assortment of parts that they had available from over the years of building their own special trials machines. Other Ducati parts and components were modified and used. After many hours in the workshop, their very own ‘Italian Stallion’ was ready to test. It soon became obvious that the power delivery was still very strong and far too harsh for trials use. By grinding the camshaft into a more ‘pear’ shape, it allowed the valves to be open longer, taking the edge off its performance and delivering a smoother power. Entering a few local and national trials Gaunt was pleased enough with the machine to enter the Scottish Six Days Trial on it.

Sticking out like a sore thumb is the engine’s sump.

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CONVERSION DUCATI 350

A picture which typifies the Scottish Six Days Trial as Peter has his goggles around his neck and carries a spare rear inner tube on his riding belt.

One of Peter’s last rides on his 350 Ducati was in the Allan Jefferies Trial in his native Yorkshire. He was told many years ago that, of the two machines he built, one is in a private collection in America.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

It was a return to four-strokes for Peter at the 1973 Scottish Six Days Trial with the Jefferies Honda.

INTERNATIONAL COSTA BRAVA TWO DAY 2017

Fun in the sun

It’s hard to describe the fun factor of this now well established twoday trial on the Costa Brava in Spain. I can only speak from what I find, and see, and this year that was three hundred and sixty riders having the time of their lives. With last year’s report by this magazine on the event in S’Agaro at Platja de Sant Pol, Sant Feliu being very well received word soon got around that this was the place to be in late November 2017. The riders and supporters who attended this event were also privileged to have, from the Trial World Championship, Japan’s Takahisa Fujinami and Matteo Grattarola from Italy. Throw in such past masters as Yrjo Vesterinen, Charles Coutard, Jamie Subira, Steve Saunders and John Lampkin to name but a few and you can soon get the picture of the ‘Fun in the Sun’ that followed. Article: John Hulme

It’s a proud Joan Comas with his son Nil on the right. Joan acknowledges the fact that the trial could not run without the support of the other club members at the Moto Club 2d Trial Costa Brava and his family.

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INTERNATIONAL COSTA BRAVA TWO DAY 2017 Dan Clarke (Triumph): The runner-up in 2016 and again in 2017, his ‘Trick’ Tiger Cub shows what can be achieved on a Pre-65 machine.

Takahisa Fujinami (Honda): The one and only original ‘Playboy’ of the world trials scene from Japan had this four-stroke Honda on loan. The fun factor displayed by ‘Fujigas’ encapsulates what the whole event is about: Fun. Mederic Delannoy (Fantic): Very active and popular on the world trials scene, Mederic is a huge classic trials fan. He is the minder for the Sherco factory rider Alexandre Ferrer.

Matteo Grattarola (Honda): By the time you read this the world will know that Matteo has moved from a two-stroke Gas Gas to the fourstroke Montesa for his attack on the 2018 Trial World Championship. He used the trial to become accustomed to four-stroke power on the Honda.

John Lampkin (Fantic): The needle match between John and Steve Saunders was all taken in good humour. On the Friday at scrutineering John’s Fantic 300 suffered an engine problem and he was out of the event. He was rescued by Spain’s classic trials specialist Angel Delay, who loaned him one of his own machines. John was very appreciative of this kind gesture.

o say that the organising club makes you welcome is a massive understatement. They want you to ride and will make it as easy as possible for you to both compete and travel to the event, as a healthy entry of 360 riders, with a very strong representation from Great Britain, found out this year. The trial is based in the Hotel S’Agaró just a stone’s throw from the beach, and most importantly it is easily accessible from Barcelona airport which is around ninety minutes away.

So You Want to Ride

After our first visit in 2016, we spoke with the super enthusiastic Joan Comas and his family early in 2017 to confirm the dates so we could arrange a return. I then had a conversation with him in May, and he informed me that it was all coming together very nicely for the November dates of 18th and 19th. Over the coming months, he explained that the club and its hard-working members at Moto Club 2d Trial Costa Brava were putting the 2017 event in place step by step. The entries were made available on the 1st September online:

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Steve Saunders (Fantic): How was he never a world trials champion, was a question asked by many. Now a very successful trials importer in the UK with the TRS brand, he totally embraced the true spirit of a classic trial.

www.trialcostabrava.com, and in five days the entry was full! The next question we had from many riders was ‘which is the easiest way to attend the event?’ Once you have had your entry confirmed you could also book your hotel, with contact details once again on the club’s website. There are two main hotels: the one that is the trials headquarters and contains the paddock and the race office is located at the Hotel S’Agaró, Platja de Sant Pol, Sant Feliu: www.hotelsagaro. com. Reservations: 0034 972 325 200 Mail: info@hotelsagaro.com; or just around the corner, is the Hotel Barcarola located 200 meters from the paddock: www.hotelbarcarola.es Tel: 0034 972 32 69 32. We have stayed in the Hotel S’Agaró and also visited the Barcarola, and they are both very good to eat and sleep in. Both are ideally located and very accommodating for the riders and their families. Machine transportation from Great Britain can be made very easy by contacting Classic Trial Magazine by email for the details of the carriers and the price for each machine next year. Email england@trialmag.com, and we will pass on your enquiry. Many riders used this service in 2016 and 2017 and had spoken very highly of it.

INTERNATIONAL COSTA BRAVA TWO DAY 2017 Yrjo Vesterinen (Bultaco): A massive supporter of both Trial Magazine and Classic Trial Magazine, the three-time World Trials Champion from Finland was in action on one of his ‘home-brew’ Bultacos. Now retired from business he embraces the classic trials scene with both hands, enjoying both the riding and social side of the events.

Andy Hipwell (Honda): Making his first trials appearance in Europe the Gas Gas UK parts manager had a smile on his face all weekend.

The Attraction

Rob Bowyer (Triumph): Encouraged and applauded by a super enthusiastic crowd who enjoyed the ‘roar’ from his Triumph Twin as it echoed around the Spanish hillsides, his full-on attempts at all the hazards was always well applauded.

Janice Proctor (Yamaha): Riding the yellow route, she found the hazards all rideable and, along with her partner Andy Hipwell, they took in a small holiday which included the two days of trials action.

Hannah Vesterinen (BSA): The daughter of ‘Vesty’, she is a very competent trials rider. Despite a few machine problems her fun factor was clear to see.

Martin Gilbert (Honda): Amazing the Spanish spectators with his antics on his 85cc Honda two-stroke, Martin was 3rd on the yellow Classics route.

The event is located at the far end of the long sandy bay at S’Agaro, with the Sant Feliu just over the next hill. On our trip from Barcelona this year we took the costal road from Tossa De Mar to take in the stunning surroundings. This year the attraction of the trial was made more than enjoyable due to the excellent sunshine and the warm weather that accompanied it. As with any major event, the event started the day before; in this case, Friday is where you can sign on and get your machine scrutineered. Typical of any Spanish event this is a much laid back affair with not too much hassle involved. The machines are left overnight in a secure, patrolled compound, with security personally on hand during the days of the trial. The action starts nice and early on both days at 8.30am and the riders move to the start ramp at their appointed times. This is usually quite chaotic, but it all eventually goes to plan! You are then let loose to follow the well-marked out course of approximately six hours of riding, which takes in some breathtaking scenery in the surrounding hills and mountains that are found in abundance in this area. A lunch check is situated at around half distance, where food and drink are available, and the club takes your fuel cans that you have to provide yourself. They ask for your fuel cans to be taken full to the start on both days, very similar to any major event, with your riding number displayed. The trial finishes in the small market town of Sant Feliu with food and drinks provided free of charge to the riders.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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INTERNATIONAL COSTA BRAVA TWO DAY 2017

Mariano Gomez (Merlin): The very proud father of two of Spain’s top off-road motorcycle riders, Afredo and Sandra, he upheld family honours and came home in 3rd position on the green Master’s route.

Ben Butterworth (Triumph): It was good to see young riders such as Ben enjoying the atmosphere of a classic trial to the full. Andrew Chandler (Montesa): Having contributed so much to supporting English riders in the World Trials Championship in the past, Andrew is a massive classic fan. He competed on one of a very few Montesa Cota 242 models.

Jacques Toussaint (Fantic): Some of the hazards are based on an exposed headland close to the blue, sparkling waters of the Mediterranean coast.

Three Routes

There is a choice of three routes, which caters for all levels of abilities for both the male and female rider. The blue route is the hardest of the three. Despite the fact that the event attracted some world-class riders from the present and the past it was still very rideable. The 2014 Pre-65 SSDT winner Rob Bowyer rode this route on his Triumph and would agree that it was hard work but commented that every section was rideable, and he most certainly enjoyed himself with some excellent support from his fellow competitors. When you consider he was against the likes of the Honda TLR and many good two-stroke models this was no mean feat indeed. The green route is very good, and I would recommend this for the majority of the good Centre standard of rider. If – and it is a big IF – I was to compete in the event I would choose this route. One reason would be so that I could compete against so many of my good friends I have made along the adventure of the magazine’s production, and I also thought the level of difficulty in the hazards was very good. The yellow route is simply superb. If you want to encapsulate the atmosphere of a foreign competition and enjoy riding your trials motorcycle, then this is the one. With the largest entry, this class is an absolute ‘blast’. Janice Proctor, who occasionally test-rides for Trial Magazine titles, rode this route on her 175cc Majesty. She explained that the hazards were all enjoyable to ride, with the tracks hard in places but with nothing too difficult for the average rider. The class has the most entries, with over 200 this year to prove just how popular it is.

Giorgio Dallavecchia (SWM): One of the final sections on both days is literally on the beach at Sant Feliu.

Jordi Villalba (Moto-Guzzi): Interesting machines always catch the eye of Classic Trial Magazine and this four-stroke Moto-Guzzi was one of them.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

INTERNATIONAL COSTA BRAVA TWO DAY 2017 Charles Coutard (Bultaco): A regular companion of his friend Yrjo Vesterinen in his world championship days in the seventies, it’s so good to see the ‘Past Master’ still so passionate about trials.

Andrew Brown (Fantic): A huge motorcycle trials fan ‘AG’ competes on both modern and twin-shock machinery in a wide variety of events. He most certainly enjoyed his first Costa Brava two-day.

Federico Perez (Armstrong): This was the only Armstrong in the event. The wide variety of machinery is always good to see and this 240cc Rotax powered Armstrong was a fine example. It’s always good to see riders entering into the spirit of the classic scene, such as seen here with the Armstrong clothing.

Albert Casanovas (Fantic): Albert has been part of the Spanish trials scene for many years and he can now be found in the Trial World Championship representing Gas Gas.

Jaume Ribera (Ossa): The classic scene in Spain is so vibrant, and the spectators along with the riders embrace this atmosphere.

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Richard Blandin (Bultaco): This was another first for Jersey-based Richard who is such a part of the trials scene on the island.

INTERNATIONAL COSTA BRAVA TWO DAY 2017

Fantastic Fun

Robin Luscombe (Triumph): On the green route riding in the Expert Pre-65 class, the ex-sidecar British Trials Champion came home a splendid 4th.

Trevor Bennett (Fantic): A man of many talents, Trevor is the man to go to see if you have a problem with your machine as he gave support to many of the English contingent. Classic Trial Magazine would like to thank him for his support shown to us.

As it turned out this year’s event was played out in the brilliant autumn sunshine. To have two of the world’s current top ten riders, Fujigas and Italian Matteo Grattarola, in the event and to see them enjoying themselves so much was a privilege to watch. The needle match between good friends Steve Saunders and John Lampkin, aided and encouraged by Glen Scholey, was a sign of two top riders with the utmost respect for one another but still prepared to put enjoyment first. Ex-Bultaco team riders Yrjo Vesterinen from Finland and Charles Coutard from France were a pleasure to watch. With so many problems in the current world, we live the camaraderie shown by all the riders, families, friends and spectators was a privilege to be amongst. Headed by Joan Comas, the Moto Club 2d Trial Costa Brava should quite rightly very proud of this event. Classic Trial Magazine would like to take this opportunity to thank them all for so much fantastic ‘fun in the sun’. See you all next year. Thank you.

COSTA BRAVA CLASSIC TWO DAY 2017 BLUE ROUTE EXPERTS: 1: Takahisa Fujinami (Honda) 0; 2: Dan Clarke (Triumph) 1; 3: Mederic Delannoy (Fantic) 2; 4: Matteo Grattarola (Honda) 4; 5: John Lampkin (Fantic) 4; 6: Steve Saunders (Fantic) 5; 7: Josep Arcarons (Montesa) 13; 8: Serge Puzin (Fantic) 15; 9: Jean-Luc Balanca (Fantic) 19; 10: Augusto Balossi (Garelli) 21. As a part of the event you can purchase tickets which are drawn at the awards ceremony on the Sunday evening with the prize this 350cc Ossa Yellow Gripper. The lucky winner took the machine home on Sunday night.

Green Route MASTERS: 1: Luis Diaz (Honda) 1; 2: Francesc Planells (Fantic) 1; 3: Mariano Gomez (Merlin) 2; 4: Federico Perez (Armstrong) 4; 5: Xavier Miquel (Fantic) 6; 6: Rafael Sanroma (Beta) 7; 7: Paolo Grossi (Fantic) 7; 8: Manel Campoy (Beta) 8; 9: Francesc De Sagarra (Fantic) 8; 10: Bruno Jenny (Aprilia) 8.

EXPERT PRE-65: 1: Michel Ranc (BSA) 7; 2: Ferran It’s always sad to report the death of a fellow trials rider. On the Saturday French rider Philippe Fabre from the motoclub Provence Trial Classic suffered a heart attack in the morning and passed away despite the efforts of the emergency services. A minute’s silence headed by Joan Comas was observed on the Sunday evening by everyone in attendance.

Vilarnau (Triumph) 11; 6: Eric Lejuene (Honda) 19; 4: Robin Luscombe (Triumph) 19; 5: Joan Santure (Bultaco) 19; 6: Lennart Frennesjo (BSA) 29; 7: Jean Pregardien (Triumph) 31; 8: Mick Grant (BSA) 44; 9: Ossy Byers (BSA) 75; 10: Jordi Villalba (Moto-Guzzi) 94.

PRE-80: 1: Josep Buixo (Bultaco) 7; 2: Michel Petitdemange (Ossa) 12; 3: Alba Villegas (Bultaco) 16; 4: Regis Poirier (Yamaha) 18; 5: Mark Watmore (Yamaha) 22; 6: Josep Macia (Bultaco) 26; 7: Hamish Eadie (Bultaco) 32; 8: Christian Panabieres (Honda) 38; 9: Albert Zarate (Bultaco) 40; 10: Richard Blandin (Bultaco) 41.

Yellow Route CLASSICS: 1: Jaume Casino (Ossa) 4; 2: Salvador Fortiana (Fantic) 4; 3: Martin Gilbert (Honda) 6; 4: Pascal Pauly (Yamaha) 6; 5: Isidre Blanch (Bultaco) 7; 6: Daniel Vela (Bultaco) 7; 7: Josep Bargallo (Montesa) 7; 8: Chema Cosculluela (Aprillia) 10; 9: Carles Simon (Montesa) 10; 10: Josep Aguilar (Bultaco) 10.

PRE-75: 1: Gilles Escuyer (Bultaco) 6; 2: Kiku Carbonell (Bultaco) 7; 3: Josep Vidal (Bultaco) 13; 4: Joan Sanllehy (Bultaco) 15; 5: Pere Planas (Ossa) 17; 6: Antoni Tomas (Montesa) 17; 7: Climent Noguera (Montesa) 22; 8: Cedric Brun (Bultaco) 24; 9: Ricard Barrera (Ossa) 26; 10: Joan Verura (Bultaco) 27.

PRE-65: 1: Asier Zurbano (BSA) 2; 2: Jose Martinez John Hulme Classic Trial Magazine: “On behalf of my wife and I we would like to say a huge thank you to everyone at Moto Club 2d Trial Costa Brava and the S’Agaro Hotel for their warm hospitality. Once again we have had a superb time and enjoyed every minute of the event – thank you”.

(Triumph) 5; 3: Pascal Houdard (James) 9; 4: Marco Kosch (Motocon) 10; 5: Filippo Girani (Francis Barnett) 21; 6: Gerard Chartier (BSA) 22; 7: Laurent Baatz (Matchless) 24; 8: Jean Beliard (Triumph) 26; 9: Jean Danou (Francis Bar

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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CLASSIC NEWS 1967

News: Winter 1967 The fact that all motorcycle sport was banned due to the outbreak of the dreaded foot and mouth disease put a spanner in the works of the off-road world in the Great Britain. In other news, the withdrawal of works support from BSA and Triumph had many riders looking for new machinery.

Telling to Greeves: Moving from the Spanish Bultaco brand to a Greeves, with support from the British manufacturer and Westbury Motorcycles, Lawrence Telling is reversing the trend to join the Spanish Armada of trials machinery that is becoming more widely available.

Farley moves to Greeves: A factory Triumph rider since January 1965, Gordon Farley will move to Greeves on January 1st 1967 as the trend for riders to move from four-stroke to two-stroke machines continues. Farley, who also rode in three International Six Days Trials on Triumph machines, will ride the Greeves Anglian model in his chase for his first British Championship crown. He was runner-up to Sammy Miller in 1967.

Wessex Centre Championship 1967: 1: Lawrence Telling (Bultaco) 79; 2: John Ashcroft (Greeves) 66; 3: Chris Watts (Wasp) 57; 4: Mike Parker (Bultaco) 49; 5: Dennis Saunders (Sprite) 33.

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South Midland Centre Trials Championship:1: John Lee (Greeves) 76; 2: John Bull (Greeves) 71; 3: Don Smith (Greeves) 60.

CLASSIC NEWS 1967

New Cheetah Models: The new Cheetah trials models, which are the brainchild of Southern based Bob Gollner, will have new cylinder heads and barrels made by precision engineers REH. After experimenting with capacity sizes the new light aluminium barrel, which features massive cooling fins measuring 9” across and a central exhaust port, will be 246cc.

1968 Model Sprite: Sporting the tubular chrome-plated frame and a new exhaust system, they are available priced at £169.00 in kit form. New slim-line front forks and ‘skimmed’ wheel hubs help to keep the weight down.

Montesa move to Five Gears: With a small production run of just 50 machines available, half of which remained in Spain, they have sold out. Montesa are developing a new five-speed gearbox model for 1968. UK importer John Brise of Montala Motors was very disappointed to miss signing Gordon Farley, who has moved to Greeves.

BSA and Triumph Withdraw: The once mighty manufacturing empires in Great Britain of BSA and Triumph will not support any trials riders in 1968. The announcement made in October leaves many riders looking for new machinery. In a statement from the BSA Group they had made the decision based on changing patterns in the British motor-cycle market. Scott Ellis purchased his machine and continued as a privateer.

Ossa Sold Out: With a mixed batch of 24 Ossa trials and motocross machines sold out the UK importer Eric Housley is a very happy man. Proving success results in sales works rider Mick Andrews continues to mix both trials and motocross with success.

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CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Mud Master

Miller

A good strong entry of 83 of the best solo riders in the Southern Centre assembled at Alfington Inn Public House in the start field near Otter St Mary in Devonshire in mid-December with a start time of 10.00am. Twenty-three sidecar crews joined them on a very cold day, with many competitors having to deal with the ‘black ice’ conditions on a hazardous journey on the roads to the event’s start area. Sammy Miller was still on the rampage on the two-stroke Bultaco, having won yet another consecutive British Solo Trials Championship. Now riding the five-speed gearbox model, he loved his home grown title of the ‘Mud Master’ and looked forward to the challenge of the day’s action in the hostile winter weather conditions. He, along with sidecar driver Ron Langston, had five Southern Experts titles under their belts and wanted to add to the collection. As we will find out not all went to plan for Langston as Miller just kept on winning — and doing it in style. To decide who would be victorious the solo riders would first have to pass through the 40 observed hazards, with 33 for the sidecars. Words: John Hulme, Morton’s Archives, Motor Cycle and Brian Holder • Pictures: Brian Holder

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CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Gordon Farley (Greeves): A constant thorn in the side of Sammy Miller, he had no answer to his rival’s supreme riding.

O Chris Spittle (BSA): After opening up an early advantage he kept his cool, despite only six marks covering the first six finishers, to take his first Southern Experts victory.

ne thing that never affected Sammy Miller was the weather, and he arrived at the start ready for action. Well wrapped up in his waxed cotton riding kit he was, as always, the 100 per cent professional. He knew his arch rival and the rider who would eventually topple him from his record run of British championship titles, Gordon Farley, would be on his case all day. Miller was very confident he could add the Southern Experts title once again to his 1968 victories though, which included the Scottish Six Days Trial, Scott Trial and European championship title; he was going to take some beating!

Please Note

All the riders were advised to be aware of ‘Regulation 8’. With the event being run very close to the shortest day of the year the hours of daylight would be at a premium. Regulation 8 states: “Failure to attempt an observed section when called upon by a marshal will result in a charge, and will result in a five mark penalty being awarded plus whatever marks are lost in the section”.

Special Test

Any ties on marks would be decided by a Special Test with ‘dead’ engines. The rider would start his engine by any method with the machine’s front wheel on line A and ride as fast as possible to line B. The fastest time between the two points would decide the outcome of the tie break. Charlie Harris (Montesa): This is one of the very first production Montesa Cota trials machines in the UK. Harris was supported by Montala Motors, the first official UK importers for Montesa trials machines.

Derek Adsett (Greeves): A very consistent Southern rider for the Greeves brand in the factory supported team.

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Groups of Sections

1: Cobbledicks; 2: Crink Um – Sidecar Only; 3: Staircase; 4: Sallicombe; 5: Jungle; 6: Raspberry Ripple; 7: Jim’s Joke – Solo Only 8: George’s Goyle – Solo Only; 9: River Rise; 10: Tuckers Mud; 11: Langworthy; 12: The Climb.

Peter Valentine (Bultaco): Another rider who made a quick move to the all-conquering Spanish trials machines with Bultaco.

Paul Dunkley (Cheetah): He scored many impressive results on the new Cheetah trials machines.

CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Lawrence Telling (Montesa): Another rider who moved to Montesa as the Spanish Armada arrived and started to dominate the trials results.

Alan Ketley (Bultaco): Another rider who scored some very good results in the early days of Bultaco.

A Tough Start

It was straight into a tough opening hazard at Cobbledicks, where only ten of the 83 riders passed through it with their feet firmly on the footrests, which included Miller, Farley and Telling along with local rider Ian Blackmore on the Villiers powered AJS. By the time the riders got to the steep climb at ‘Staircase’ Miller was already looking on form as both Farley and Don Smith (Montesa) tried to keep in touch with him. No one cleaned ‘Staircase’ and even Miller had to resort to parting with three well-placed marks to keep forward motion. At ‘Sallicombe’ the clean rides were once again very few – six, in fact, including Miller. The hazards at ‘Jungle’ had the riders immerse themselves and their machines in the deep black mud, which resulted in many marks being parted with. The hazard surrendered no ‘clean’

Ian Blackmore (AJS): Many riders still believed in the once great British motorcycles but AJS would soon disappear forever.

rides as feet were put down by everyone. The aptly named ‘Raspberry Ripple’ consisted of a very awkward steep climb and, using his experience here, Miller parted with a good solid one mark as it was cleaned by Chris Cullen on one of the beautiful and functional looking Cheetah trials models. Three more riders cleaned the hazard including Charlie Harris on another new machine into the UK, the Montesa Cota 247, and Derek Cranfield (Greeves) and Alan Ketley (Bultaco). Miller knew that he was slowly but surely opening up an advantage over the other riders, and so was closely examining every hazard so that if he needed to part with marks to avoid the dreaded five mark penalty for a stop he would take a precautionary ‘dab’. This was the case at the last hazard in this group as he took in the solo riders’ hazards at George’s Goyle, parting with four more marks.

Ian Haydon (Cotton): You can read the story of Ian’s life in trials in issue 66 of Trial Magazine.

Derek Cranfield (Greeves): Looking very ‘English’ with his flat-cap, wax cotton riding suit and leather boots.

Alan Blackman (Bultaco): Yes this is the father of Southern Centre ‘Ace’ Andy in more modern times, who can usually be found ‘minding’ for Dan Peace.

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CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Dennis Brown (BSA): He made a strong challenge for victory in the hazards at ‘Raspberry Ripple’.

Colin Hare (Ariel): He and his passenger look very confident.

The Best for Last

Miller knew he had opened up an unbeatable advantage, but he always gave his best in all situations. Secretary of the meeting Ralph Venables had watched Miller’s career from its very beginning, and was more than intrigued to watch the change from the four-stroke Ariel at the back end of 1964 to the dawn of a new era with the two-stroke Bultaco in 1965. The final group of hazards at ‘The Climb’ would be tough. These steep demanding climbs showed Miller at his very best as the majority of the entry fived every hazard, with the runner-up Farley the only rider challenging Miller through these final sections. Despite the cold winter weather Miller had once again won the Southern Experts convincingly. He had first won the event in 1960 and now set a new record of six wins in this prestigious end-of-season event. The event had not run in 1967 due to the outbreak of the Foot and Mouth epidemic, but normal order was resumed in 1968 and the event was enjoyed by the majority of the entry, who all agreed it had been a tough but fair day’s sport.

Roy Bradley (Ariel): He made a late bid for victory, where he found his best form at the hazards at ‘Sallicombe’, but it was too late.

Bob Colein (Tribsa): Mix a BSA with a Triumph and you get the Tribsa!

Sidecars

Ginger Budd (Ariel): The fourstroke power was still the one to have in the sidecar classes. The wise passenger has a crash helmet on!

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Looking to join Miller and add a sixth Southern Experts win was Ron Langston on his Ariel with Doug Cooper in the sidecar. This was not to be though, as they never even reached the first group of hazards at ‘Cobbledicks’. The fourstroke Ariel ground to a halt with engine trouble even before they had attempted a hazard, much to their massive disappointment. As it turned out a fight for the victory took place between six of the other sidecar crews. The man on form was Chris Spittle on the BSA, but the eventual winner did not have an easy day as the first six were covered by only six marks. He established an early lead from which he never looked back as Ray Bradley applied the pressure, but it was all in vain. As with the solos it had been a hard day of action which saw only 16 sidecar finishers from the healthy entry of 23.

1968 SOUTHERN EXPERT TRIAL RESULTS

SOLO: 1: Sammy Miller (Bultaco) 14; 2:

Gordon Farley (Greeves) 32; 3: Don Smith (Montesa) 36; 4; Derek Adsett (Greeves) 41; 5: Charlie Harris (Montesa) 46; 6: Peter Valentine (Bultaco) 47; 7: Paul Dunkley (Cheetah) 48; 8: Alan Ketley (Bultaco) 48; 9: Ian Blackmore (AJS) 48; 10: Lawrence Telling (Montesa) 49; 11: B Woodgate (Bultaco) 54; 12: Chris Watts (Wasp) 57; 13: M Youlton (Bultaco) 57; 14: Derek Cranfield (Greeves) 58; 15: Ian Haydon (Cotton) 58; 16: P Thompson (Bultaco) 59; 17: Mike Sexton (Bultaco) 60; 18: Alan Blackman (Bultaco) 62; 19: Mike Clarke (Bultaco) 62; 20: John Luckett (Bultaco) 63.

SIDECAR: 1: Chris Spittle (BSA) 22; 2:

Dennis Brown (BSA) 26; 3: Colin Hare (Ariel) 26; 4: Bob Colein (Tribsa) 29; 5: Roy Bradley (Ariel) 29; 6: Ginger Budd (Ariel) 32.

CLASSIC COMPETITION 1971 VICTORY TRIAL Winner: Derek Adsett (175 Greeves)

The end of the Greeves era It would be a rain lashed 46th running of the Victory Trial by the Birmingham MCC in early March 1971 where Derek Adsett would record his only success on the Puch engined Greeves Pathfinder. The once mighty and proud Greeves competition motorcycles built in Great Britain had tasted success in the past, but the glory days were now all but over. Using Villiers engined machines they had proved successful in the hands of Bill Wilkinson, who won the 1964 Scott and 1969 Scottish Six Days Trial. His younger brother Mick along with Tony Davis, Gordon Farley and Adsett, to name but a few, had also tasted success winning national competitions. Villiers had announced in late July 1968 that they were ceasing production of the 37A trials engine and from that day on Greeves were in decline, along with so many other British trials manufacturers that also relied on the engines to power their machinery. The Austrian Puch engined Greeves machines became available way too late and were not properly developed against the Spanish onslaught of Bultaco, Montesa and Ossa. One week after the Colmore, Scott Ellis would win the Cotswold Cup and in October Mick Wilkinson would take the final Pathfinder model victory on a much modified machine at the Travers Cup held the day after the Scott Trial. Words: John Hulme, Morton’s Archives, Motor Cycle • Pictures: Alan Vines

hat came to light when we were generating the article by first looking at the results was the number of different manufacturers in the results: BSA, Bultaco, Cotton, Dalesman, Greeves, Montesa, Ossa, Saracen, Sprite, Suzuki, Triumph and the Gaunt Ducati special — 12 in total. European power would provide the engines for Cotton with Minarelli from Italy, Dalesman and Greeves with Puch from Austria as Saracen and Sprite used Sachs engines from Germany. Over the next few years this cottage industry of machine builders would fall to the might of both the Spanish and Japanese manufacturers. Notable riders missing from the event, as they were contesting the European Championship round in France, were the winner and eventual champion Mick Andrews (Ossa), Rob Edwards (Montesa), Malcolm Rathmell (Bultaco), Dave Thorpe (Ossa) and the Montesa pair of Lawrence Telling and Charlie Harris.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CLASSIC COMPETITION 1971 VICTORY TRIAL

Brian Hutchinson (125 Sprite): After successfully competing on the Villiers engined Sprite machines Brian made a successful switch to the Sachs power that manufacturer Frank Hipkins had moved to. 16: Roy Peplow (250 Bultaco): Earlier in the year Roy passed away but will always be remembered as a very competitive rider during a successful career on British machinery. As with everybody else he made the move to the all-conquering Spanish brands in the early seventies.

Brian Higgins (250 Bultaco): Taking the Best Under 18 award was no mean achievement by the young Higgins. He had gained support from the UK Bultaco importers Comerfords before moving to the Sammy Miller team riding the Bultaco powered Hi-Boy machine. In 1975 he would become involved with the fourstroke Honda trials project with Miller. Brian can now be found still involved in trials at the highest level with Sport7 at the Trial World Championships.

John Hemingway (125 Suzuki): This is one of the very first pictures of the soon-to-be-released Suzuki 120cc trials machines. Using the TC 120cc six-speed Suzuki engine suspended beneath the light aluminium sheet pop-riveted frame the monocoque has a cast magnesium steering head using needle roller bearings. The machines with a claimed weight of 140lb were built by Suzuki at their factory in Croydon.

Rob Shepherd (250 Bultaco): Competing on his Norman Crooks sponsored Bultaco, eighteen-year-old farmer’s son Shepherd was running riot in the Yorkshire Centre trials. Having started out on a Greeves Scottish before progressing to a Cotton and then a Montesa he would take a win the day after the Victory Trial, taking once again the scalps of many more established stars.

A Full House

National motorcycle trials were very well supported both with riders and Works supported machinery. It’s no surprise, when you consider that they had a single lap, thirty-one mile course taking in fifty hazards based around the Knighton, Radnorshire area of Wales, that it attracted a full house of one-hundred-and-twenty-two riders. More hazards had been planned but a shortage of observers had meant these could not be used. The event had been laid out by the club’s enthusiastic team of helpers in dry conditions, and some of the more ambitious hazards soon became impossible in the very wet conditions. The solo riders started their day on the rocks at Dolyfelin one where local motocross rider, Andy Roberton on his Bultaco, recorded the first clean ride — much to the applause of his local Central Wales club who were observing the hazard. Other clean rides would be recorded by Bultaco team riders Alan and Martin Lampkin and eighteen-year-old Rob Shepherd (Bultaco). On the other hazards at Dolyfelin Two, which was a steep incline over exposed tree roots, Alan Lampkin and Shepherd both went clean along with Jack Galloway (Saracen) and similar mounted Jon Bliss, who was looking very dainty in his fur hat and gold coloured riding suit, and Ross Winwood on his home-built BSA engined Walwin.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Jim Sandiford (250 Bultaco): Always with a keen eye for business, Jim would take over the northern distribution of Montesa trials machines in 1972 as John Brise looked after the south of the country. At the close of 1972 Montesa had sold 27,000 motorcycles worldwide and, with Brise suffering health problems, on the 1st January 1973 Sandiford became the sole UK importer for Montesa. Seen here on a Bultaco his move to Montesa secured the future success of the brand not only in the UK but also worldwide.

CLASSIC COMPETITION 1971 VICTORY TRIAL

Ian Haydon (250 Montesa): Always a very popular rider Haydon, along with Rob Shepherd, was out in the new range of coloured riding kit from Belstaff. Shepherd was in red and Haydon in green as the regular black became out of fashion.

Malcolm Davis (250 Bultaco): Not just a very good motocross rider taking many British Championship titles, Malcolm was a very competent trials rider. The day after the Victory Trial he won the East Anglian national trial, beating John Kendall and the Victory winner Derek Adsett.

Steve Wilson (125 Saracen): A man of many engineering talents, the Midlands based rider rode a very large variety of machines during his long and successful career.

Peter Gaunt (350 Ducati): It was a change from two-stroke power to four-stroke power for Gaunt, who had built this Ducati engine special.

John Luckett (170 Cotton): Another motorcycle manufacturer who encountered problems with the demise of Villiers was Cotton. They moved to Italian Minarelli power but the end was now in sight for another British motorcycle manufacturer.

Tony Davis (250 Bultaco): Along with his brother Malcolm the Davis brothers tasted much success in off-road motorcycling competing in trials, motocross and the ISDE.

CLASSIC TRIAL MAGAZINE 2017 â&#x20AC;˘ ISSUE 23

CLASSIC COMPETITION 1971 VICTORY TRIAL Arthur Browning (175 Greeves): Another good all round off-road rider, Browning was one of many riders who successfully mixed the different off-road sports disciplines over a long sporting career.

Cautious Adsett

Using his depth of knowledge and experience eventual winner Derek Adsett had only parted with single marks in the first four groups of hazards and was an early leader at the half distance mark after his closest challenger Alan Lampkin had conceded a five on the rocks at the Lugg hazards. The persistent rain and windy weather was now making the hazards very difficult and at the remote and exposed moorland hazards clean rides were very much at a premium with only Adsett, Jim Sandiford (Bultaco), Ian Haydon (Montesa) and ex-Greeves works rider Bill Wilkinson on the Ossa recording a clean sheet. With the event now approaching the end the steep cambered climb containing two hazards at Tansomalia proved virtually impossible. Most of the leading riders settled for a five-mark penalty on the opening hazard to gain a better entry into the second one. Three-mark penalties were recorded by Alan Lampkin, Norman Eyre (Ossa) and the Mid-Wales champion Bernard Gore on his Bultaco, who were the only ones who passed the ends card. The very last hazard of the day at Wernygeufron would decide the winner though as Adsett, Lampkin and Farley were all on the same number of marks lost. An overhanging tree branch stopped a clear attack at the tight hairpin bend, and as both Farley and Lampkin stopped Adsett parted with a well-placed single dab to take the Victory Trial win.

Sidecars

We are sorry to say that the results we have are very vague, and sourcing photographs from the event proved impossible. What we do know is that Ray Round (BSA) took the honours in front of Bob Colein (Metisse) for the third time this year. The early leader had been Jack Mathews (BSA) but Round look a grasp on the event winning by an eleven mark margin as only eight of the original 12 riders who had started finished.

Roy Peplow (250 Bultaco): Earlier in the year Roy passed away but will always be remembered as a very competitive rider during a successful career on British machinery. As with everybody else he made the move to the all-conquering Spanish brands in the early seventies.

1971 VICTORY TRIAL RESULTS RESULTS SOLO WINNER: 1: Derek Adsett (175 Greeves) 40; 2: Alan Lampkin (250 Bultaco) 44; 3: Gordon Farley (250 Montesa) 44; 4: Jack Galloway (125 Saracen) 44; 5: Bernard Gore (250 Bultaco) 51.

FIRST CLASS AWARDS: 6: Scott Ellis (175 Greeves) 52; 7: Brian Hutchinson (125 Sprite) 54; 8: Bill Wilkinson (250 Ossa) 54; 9: Brian Higgins (250 Bultaco) 56; 10: Karl Rowbotham (250 Bultaco) 56; 11: Jon Bliss (125 Saracen) 57; 12: John Hemingway ( 125 Suzuki) 58; 13: Rob Shepherd (250 Bultaco) 59; 14: Geoff Chandler (250 Bultaco) 59; 15: Jim Sandiford (250 Bultaco) 60; 16: Mark Kemp (250 Bultaco) 62; 17: Martin Lampkin (250 Bultaco) 63; 18: Bill Brooker (175 Greeves) 63; 19: Ian Haydon (250 Montesa) 64; 20: Malcolm Davis (250 Bultaco) 64; 21: Mick Wilkinson (175 Greeves) 65; 22: Ross Winwood (175 Walwin) 65; 23: Steve Wilson (125 Saracen) 66; 24: Peter Gaunt (350 Ducati) 66; 25: John Luckett (170 Cotton) 66.

D CLASS AWARDS: 26: Chris Leighfield (125 Sprite) 69; 27: Brian Shuttleworth (250 Bultaco) 69; 28: Terry Wright (250 Bultaco) 71; 29: Tony Davis (250 Bultaco) 71; 30: Arthur Browning (175 Greeves) 72; 31: Alan Wright (250 Bultaco) 74; 32: Ian Miller (250 Bultaco) 76; 33: Chris Watts (250 Bultaco) 77; 34: Mick Bowers (175 BSA) 80; 35: Pat Valentine (250 Bultaco) 80; 36; John Stobbart (250 Bultaco) 81; 37: Norman Eyre (250 Ossa) 81; 38: Ken Sedgley (250 Bultaco) 83; 39: Gordon Lawley (250 Bultaco) 83; 40: Ian Clarkson (250 Bultaco) 84; 41: Ray Sayer (199 Triumph) 84; 42: D Pinkerton 87; 43: D Smith 87.

MANUFACTURES TEAM AWARD: Shell Bultaco: Alan Lampkin – Martin Lampkin – Jim Sandiford.

CLUB TEAM AWARD: Bradford: Alan Lampkin – Martin Lampkin – Rob Shepherd.

BEST UNDER 18 AWARD: Brian Higgins (Bultaco) BEST BIRMINGHAM CLUB MEMBER: Malcolm Davis (Bultaco) Mick Bowers (175 BSA): Despite the fact that BSA had withdrawn all factory rider support Mick had continued to ride and develop this Bantam trials model. How many times has the question been asked as to why the stubborn management at BSA let this gem of a motorcycle pass through their hands? A few years later Yamaha introduced the TY 175cc model and, as they say, the rest is history.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

BEST NON-EXPERT: Ross Winwood (175 Walwin) Norman Eyre (250 Ossa): In 1961 riding a Triumph Tiger Cub this Derbyshire based rider had beaten the world’s best riders to win the Victory Trial.

SIDECAR WINNER: 1: Ray Round (441 BSA) 59; 2: Bob Colein (500 Metisse) 70; 3: Chris Laver (500 Ariel) 79; 4: Jack Mathews (500 BSA) 92; 5: Ray Martin (500 BSA) 98; 6: Arthur Lampkin (500 BSA) 110.

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AMBASSADOR PETER J BEARDMORE

All-round enthusiast As I am sure you can imagine, the telephones at the offices of Classic Trial Magazine are always ringing and recently it was the voice of a very old friend of mine at the other end, Peter Beardmore. We first met in the early seventies and have both been motorcycle enthusiasts for many years. What I did not know was that Peter was also a very keen amateur photographer. I knew for many years that he was involved in the ACU in many different official capacities, but not of his photography collection. His pictures tell a story of his motorcycle exploits and places he has visited over many, many years of travels. Here we look at his varied and interesting life as a true motorcycle ambassador. Article: Peter Beardmore and John Hulme

oon, in both Classic Trial Magazine and Trial Magazine, you will see his photographs come to life in various articles, which we are sure you will enjoy as much as we have. Here in his own words, Peter talks of a life he has filled to the limit with exploits and adventures.

Early Days

I was born on 8th August 1944 at Ashbourne Hospital, so you will appreciate that I played a very limited role in the demise of the Third Reich. My father John Beardmore was in the army, the REME, based at Woolwich and came to see me for a brief visit. I did not see him again until I was three as he was sent to serve in Palestine. I went to school at Cheadle County Primary School on Tean Road at the age of four. On my first day at school, I absconded – going to my aunty’s, who lived nearby. Not a good start to my academic career, I am afraid! My brother Leslie was born on 6th March 1951 at home at 82 High Street, Cheadle. I eventually passed my 11 plus exam and went on to Thomas Alleyne’s Grammar School at Uttoxeter, travelling the 10 miles each way by bus. I was an average pupil and left

school at 16 with six GCSEs. On the 2nd January 1961 my schooling days we over and I started work as a Civil Servant for the Post Office Telecoms in Manchester, travelling to Manchester early each Monday getting a lift with a lorry driver friend of dad’s, and returning on Friday by train. I stayed in various digs and scruffy flats in the Chorlton area. With my parents’ help, I bought a small motorcycle in 1962 and occasionally, when my lift was unavailable, rode it to get there. On the whole, I enjoyed my first experience of work and living in the big city. It was a big change from sleepy little Cheadle, but the travelling and lack of cash due to having to pay for my accommodation etc. took the shine off it somewhat! My first month’s pay was just £25.00, and digs and travel took a big slice of that. In 1964 I managed to get a transfer to the Telephone Manager’s office in Hanley, where I remained for over 20 years doing a variety of jobs, getting promoted to management level during that time. I purchased my first house at 29 Dane Grove, Cheadle around 1976. I married Kay Lovatt at St Giles RC church on 9 December 1978. We moved to 39 Parklands Road, Tean, in 1979 where my daughter

Victoria was born on 26 June 1980. However, after a long illness, Kay died on 21 January 1986. I then transferred to the BT Technical College at Yarnfield where I was in charge of the purchasing group for the whole of the BT Training Division, and where I was further promoted to a senior management role until the group moved to Wolverhampton in 1991. I enjoyed my time at Yarnfield as the college was a nice place to work and the people were pleasant with a good social life, but I did not enjoy the move to Wolverhampton. With the extra workload and the daily grind of commuting, I decided after three years that it was time to take early retirement, which I did in 1994. This was a good move as it enabled my second wife Margaret and me to enjoy a new life and to travel much more than had been possible before, as well as do other things we wanted. I married Claire Marlene Jones (Margaret) on 13 August 1994 at Cheadle Methodist Church, and we remain married to this day, enjoying more than 23 years of marriage. We lived at Tean for a couple of years until 1996, before eventually moving to our present bungalow at 8 Ash Tree Hill, Cheadle in 1996 where still live today.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

AMBASSADOR PETER J BEARDMORE Another 1967 TT shot, but this time of the sidecar pairing of Klaus Enders & Rolf Engahart.

Motorcycles played a part of the family in the early days, as seen here with Peter’s younger brother Les on his D7 BSA Bantam.

The lifelong interest in the sport started in 1962 with visits to Oulton Park and to the Isle of Man TT, which has continued to this day. He first marshalled at the TT in 1968 for about 12 years. This picture is of Peter with the great Giacomo Agostini at the 1965 TT.

The marshalling days began at Darley Moor in 1965, and he has retained an excellent relationship with the club to this day. He started to marshal at Mallory Park in 1967 and eventually took over as Chief Marshal in the 1980s.

Peter’s pictures are a credit to him from his early visits to the TT. This is Phil Read in 1967 on the Yamaha.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

The marshal’s job does have some good perks!

AMBASSADOR PETER J BEARDMORE

His trials riding career started in 1973 on a 125cc Sprite, and he took over as Trials Secretary of Cheadle Auto Club in 1974.

This well prepared 250cc Ossa MAR found its way into the garage.

Motorcycling

Over a period of around 25 years he rode in all of the local East Midland trials as well as a couple of outings in the National Bemrose Trial, winning a couple of club awards in the process.

It was four-stroke power in the late seventies.

I became interested in motorcycling with a 175cc BSA Bantam in 1962 and bought a 250cc Ariel Golden Arrow a couple of years later. This was my pride and joy – a lovely motorcycle! The lifelong interest in the sport started in 1962 with visits to Oulton Park and to the Isle of Man TT, which has continued to this day, including marshalling at the TT in 1968 for about 12 years. My marshalling began at Darley Moor in 1965, and I have retained an excellent relationship with the club to this day. I started to marshal at Mallory Park in 1967 where I eventually took over as Chief Marshal in the 1980s. My affection with the Isle of Man has seen me officiate at many road races and trials on the island ever since then including Chairman of the Stewards at the Manx Grand Prix — 2002, 2008, and 2009, the Southern 100 races at Castletown, as well as numerous national and international trials. My trials riding career started in 1973 on a 125cc Sprite. I took over as Trials Secretary of Cheadle Auto Club in 1974 and then as the club Secretary a couple of years later, a post which I held until 2017. I was made Life President when I retired in 2017 and remain an active member of the club. Over 25 years I rode in all of the local East Midland trials as well as a couple of outings in the National Bemrose trial, winning a couple of club awards in the process. During that time the Cheadle club prospered. We organised many national British Championship events such as rounds of the Ladies and the Youth National series as well as a full programme of local events and until I retired in 2017. I joined the East Midland Centre Executive committee in 1989 where I held several positions including the Centre Secretary, which I did until I retired in 2015 when I was made an Honorary Life Member. In 1991 I was elected on to the ACU National Trials and Enduro committee and remained on it for the next 13 years.

Kay, Peter and daughter Vic at Caulden Low, near Cheadle in the early eighties.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

AMBASSADOR PETER J BEARDMORE

Daughter Vic on a charity cycle ride in 1985 at Mallory Park in aid of the ACU benevolent fund.

Trials results specialist Charley Demathieu, in the red shirt, looks on after dinner in Andorra 1995. Peter and Margaret have made many friends over the years, in all corners of the earth.

Always close to the action, this picture from Peter catches Jordi Tarres at the 1992 Italian World round.

It was a proud day for the ACU and Peter when team Great Britain won the Trial Des Nations on the Isle of Man in 1997.

Travel

Representing the ACU and the British riders as a Steward and member of the international jury at many World and European championship trials was very rewarding, as was being appointed National Steward at numerous national championship events. I also took on the job of Chairman of the ACU Training Committee and ran the Youth and Ladies National trials squads for over ten years. The Youth and Ladies trials squads was a particularly enjoyable episode in my time with the ACU. When I took over as Chairman of the Training Panel, Dave Smith from the MX committee and I approached the Board of Directors for some money to form the squads, which to their credit was readily granted, and the Trials and MX Squads were quickly established. For the next ten years, I was fortunate to be able to help with the development of many of our young riders, in particular, the ladies section which up until then had not been considered to be worth bothering with. With some excellent instructors such as Steve Saunders, Wayne Braybrook and Martin and Michael Phillipson we organised several training sessions and encouraged

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Peter on the left at the 1992 Italian World round, representing the ACU.

Mick Andrews tries to convert daughter Vic to trials riding.

They purchased the first of two motorhomes and drove them to many events, which got them to parts of Europe that few tourists have ever visited.

the squad members to branch out and ride in the European Championships. With the help of Dave Luscombe, we also sent them to the Lilleshall Training Academy, which is used by all of the top British athletes, and proved to be of enormous benefit to all of the squad who attended. The success of the squad can perhaps be judged by the success of its members, with James Dabill and Michael Brown being the most notable of the boys and we took the ladies from a minor role in the trials scene to being World Champions in the Trial des Nation. This was a very busy and rewarding period, and it meant that Margaret and I travelled to trials all over Europe, as well as most parts of the British Isles including the Isle of Man and Ireland. We bought the first of our two motorhomes and drove it to many events. It got us to parts of Europe that few tourists have visited and met local people and officials that we would not otherwise have been able to do, as well as being taken to dine with them at many unusual and very fine restaurants in their localities. When the locations were not suitable for driving, we flew and hired a car. The trip to the trial at Tossa de Mar was very good, and unusual in that

Peter’s wife Margaret has been a very important part of his career in various official posts. Here she deals with the flowers at the French World round in 1999.

some of the sections were on the seashore and we were taken to see them by boat – and treated to a champagne afternoon tea! Meeting many famous names on the national and international scene over a very long period, including Geoff Duke, Martin and Dougie Lampkin, Sammy Miller, Jordi Tarres, Thierry Michaud, Yrjo Vesterinen and many others was a pleasure. I think that we have travelled to almost every part of Western Europe. During that time I also stewarded many National road-race championship races all over the country. This included the Manx Grand Prix, the highlights of which included being taken on some high-speed laps of the course in the course car, garden parties at government house and meeting Geoff Duke and BBC sports commentator Murray Walker as well as the Governors of the Isle of Man! 2004 was a very special year as we were invited to a garden party at Buckingham Palace, where we were introduced to Prince Phillip who is a Patron of the ACU. An invitation to join the Board of Directors of the ACU followed in the same year, where I remained until I finally retired in 2016.

AMBASSADOR PETER J BEARDMORE

Peter has a very pleasant memory of spending an afternoon with Jordi Pratt the Spanish Team Manager at a European trial at Ripoll in Spain. Jordi had brought a bottle of wine and an excellent Spanish ham, which they ate while he taught Peter how to drink the wine from a Porum. It turned into a very nice and educational day!

At the 2002 TT presentation of awards: Martin Moore, Peter Beardmore, Norman Cowin.

2002 Sharpcliffe Hall: Taking on the job of Chairman of the ACU Training Committee he ran the Youth and Ladies National trials squads for over ten years. Running the Youth and Ladies trials squads was a particularly enjoyable episode in Peter’s time with the ACU. For the next ten years he was fortunate to be able to help with the development of many of our young riders and in particular the ladies’ section, which up until then had not been considered to be worth bothering with.

With the help of Dave Luscombe they sent them to the Lilleshall Training Academy, which is used by all of the top British athletes and proved to be of enormous benefit to all of the squad who attended. The success can perhaps be judged by its members, with James Dabill and Michael Brown being the most notable of the boys, and the fact that the girls went from a very minor role in the trials scene to being World Champions in the Trial Des Nations. With Mike Hailwood’s Ducati at the 2007 TT.

2007: Peter feels very privileged to have had the opportunity to both meet and photograph some of his racing legends, including John McGuinness in more recent times.

Family

After Kay passed away, I spent many years having the difficult but very rewarding task of bringing up my daughter, Victoria, alone until I met and married Margaret. I met her family too; Julie, Nigel and, granddaughter, Natasha. We enjoyed many family holidays together, usually in caravans and travelling around the country in our vans, and in the static caravan, we had at Porthmadog. In 2005 Rozie the Schnauzer joined us, travelling with us everywhere both in the UK and Europe in the motorhome. She was one of the very first dogs to have her own Pet Passport. We later had Phoebe, a Westie, and eventually our little Bijon Frize Bobby. When caravanning became more hard work, we bought our second home in Skegness, where we still enjoy the sea air. In April 201,5 I was very proud to walk Victoria down the aisle when she married Sebastian in Manchester. We have also enjoyed spending a little time with my stepson Christopher and stepgranddaughter Amelia, who unfortunately live away from us in Surrey. I am very proud of how all of my family have turned out and am so pleased to have had their support over the years. I have also been privileged to be involved with the local community around

Pictured at the 2014 TT: The passion for the Isle of Man never goes away.

Cheadle for many years, following my interests in motorcycle sport and photography. We have always had a keen interest in the theatre, especially musical theatre, and regularly went to see the top shows in London and locally. After I retired from BT, I worked part-time at the Theatre Royal in Hanley, helping in the publicity and promotions office, when we got to go to all of their productions. Margaret and I were founder members of the Cheadle U3A in 1997 with her acting as Press Officer and me as their first Treasurer, until we both retired in 2005 having served eight years on the committee. Afterwards, I was persuaded to take on the post of Treasurer of the Cheadle Homelink scheme, which I did until 2011. In June 2014, I was very proud to be awarded the British Empire Medal in the Queen’s Birthday honours list for services to motorcycle sport and the local community. John Hulme: “Despite my best efforts to get this into print, Peter sadly passed away before it was finished. I take some comfort in the fact that he worked on the draft copy with me and approved of the text. I was very privileged to be able to spend some time with Peter and reminisce over our times together before his untimely death”

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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1981 FIM WORLD TRIAL CHAMPIONSHIP SPAIN

1973 MICK ANDREWS Picture Credit: Ron Duggins. This picture came from a box of old photographs Colin Bullock had. If you are Ron Duggins please contact us as we cannot find you. Please contact Classic Trial Magazine: 01663 749163, email: england@trialmag.com.

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SPECIAL BSA B40

By Harry Stitt Many years ago I saw photographs of my hero, a very young Martin Lampkin riding his 250cc BSA in his first Scottish Six Days Trial in 1967. In his face you can see the dream of a future world trials champion riding my ‘dream’ machine. Over the years I have collected photographs of the Works BSA team riders including, from trials: the Lampkin brothers, Jeff Smith, Jim Sandiford, Scott Ellis, and Dave Rowland, to name but a few, and also including the motocross stars such as Keith Hickman, John Banks, Vic Eastwood etc. Two years ago I finally purchased my first BSA B40, and my thoughts were to build a trials Special with a British hand-built frame.

Some of the early sketches of how I wanted this machine to look.

Words: Justyn Norek Snr and Jnr and John Hulme • Pictures: Justyn Norek Snr and Brian Holder

had done some sketches of how I would like this machine to look, and started research on the web for special trials frame builders in the UK... I found quite a few, including Cheney, Drayton, Faber, Mead, Mojo, Wasp and Whitlock… I took a close look at their products as some had only ever produced motocross kits, and I also realised this would be a very costly project!

Pure Chance

Then by pure chance I saw a photograph of a young guy with a motocross frame he had built, so my next thought was to contact him. I did some more research and manged to locate his email address through his very kind brother-in-law. I enthusiastically contacted him with many, many questions. I was quite surprised when I got an

This is how I would like to see the fuel tank integrated with a seat base made in aluminium – maybe later?

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SPECIAL BSA B40

Way back in 1968 I did sketch of a ‘CE’ logo for the late great machine builder Eric Cheney. He spoke with me and adopted it to put on all his famous Cheney machines that he built. My thoughts were ‘after half a century why should I not try to do it again?’ I put some quick ideas down on paper and sent them to Harry, he responded, selecting one, and asked to include symbol of a running hare as he has always liked this animal.

I think you will agree that it looks like a very classic machine with the marriage of the engine and frame.

Some of the Works BSA trials machines included this yellow finish on the fuel tank. The Classic Trial Magazine logo enhances the traditional look.

The engine unit for a four-stroke is quite compact.

A New Logo

From this right-hand-side picture the engine looks much taller.

immediate answer and it was a huge ‘yes’. I was so happy I even checked the grin on my face in the mirror! He explained that he also loved this fourstroke engine and that for many years he had looked into the idea of building a trials frame to house it as he wanted to see this project through for himself. After speaking with Harry Stitt I had this vision of a young guy in the cellar fabricating and welding frames and so I made the decision to place an order. He had only ever made around a dozen frames and mine would be number 14. Once I had placed the order he told me that he would purchase the tubing and materials to construct the frame kit.

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I made some loose sketches on how I would like to see the fuel tank integrated with the seat base made in aluminium. The next question for me to answer was what to call this Special machine? What did Harry want me to call the machine, had he a logo, a name registered that I could put alongside the proud BSA logo? He told me that nothing was registered to his name. Way back in 1968 I did sketch of a ‘CE’ logo for the late great machine builder Eric Cheney. He spoke with me and adopted it to put on all his famous Cheney machines that he built. I thought: ‘after half a century why should I not try to do it again?’ I put some quick ideas down on paper and sent them to Harry; he quickly responded, selected one, and asked to include symbol of a running hare as he has always liked this animal. Thus I added silhouette of running hare and sent it back. He liked it and wrote back to me to say that he will use it on all the frames and motorcycles that he builds from now on.

One thing I plan to improve is the fitting of a thicker bash plate. The current one is 5mm thick and already it’s bent in few spots due to contacts with rocks such as this one.

SPECIAL BSA B40 It’s when I see pictures like this that means one day I will have a one-piece seat and fuel tank unit made.

Beautiful Bronze Welding

We are still looking for some Ceriani or MP front forks but could not wait to find them and so purchased a Montesa Cota 348 front wheel and forks assembly.

After a few months had passed Harry contacted me to say the frame kit was ready. He sent me photos showing his beautiful bronze welding and of course I opted for a nickel finish to complement it. After it came back from the nickel plating process another picture arrived; I couldn’t wait any longer, I just had to have it. Shipment was arranged and a few days later a courier company delivered a wooden box with my new frame and fuel tank inside all nicely protected. Well you can imagine how excited I and my son Justyn Jnr were when we opened the box and looked inside, and found a beautiful piece of art! For a few moments we were both stuck for words as we admired this man’s superb craftsmanship. We spent some time looking at the best way to assemble it all around the BSA B40 engine unit and tried to imagine how the assembled machine would look.

Assembly

The exhaust system is very much ‘straight through’ with a small silencer to try and remove the ‘bark’.

As you can see from my body position I was very confident even on steep climbs.

Before we started assembly we weighed both the standard frame and the new Harry Stitt one. The standard frame weighed in at 20kg and the new one just 15kg, making a saving of a huge 5kg — 25% lighter in real terms. Our friend the experienced Pippo Bartorilla used his knowledge to help us carry out the full assembly, which was greatly appreciated. From a multitude of parts everything fitted perfectly, such was Harry’s precision in fabrication and welding, and in less than one week the complete machine was ready to try. The final result was sensational in making our dreams come true; happy days. Thank you Harry — and can you build us another frame....wait, we have to buy an engine first.... Triumph? Ariel? AJS? Royal Enfield....hey guys out there, do you have any four-stroke British engines for sale? After all the excitement of the arrival of the ‘Stitt’ Special trials frame, unpacking it and assembling it came another exciting moment of putting the wheels on the ground and riding it!

The balance is very neutral.

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SPECIAL BSA B40

Any Pre-65 owner will understand that they need to make some adjustments when riding, it’s normal.

As I am sure you can imagine, I love riding the machine.

On Trial

We selected the Rubiana trials training ground in Italy to put the machine on trial as it’s full of natural as well as artificial obstacles, simulating sections of various difficulty from easy ones to the very hazardous. Originally we intended to fit either Ceriani or MP front forks but could not wait to find and purchase some and so we fitted a Montesa front wheel and forks. It’s not exactly in fitting with the Pre-65 layout but we were curious to ride this machine and see how this combination would work out. After the assembly we had to make one last check so that we could be sure that we had remembered to put oil in the frame and fuel in the tank! One nice strong push on the kick-start lever moved the piston into the right position and I gave it a strong kick. To our delight we started to hear the characteristic sound of the ‘base’ of BSA music — what a sound, music to our ears.

What a Pleasure

I gently warmed up the four-stroke single cylinder engine for a few minutes until the regimental ‘clockwork’ sound was reached. The clutch was engaged and a gear selected and it was all systems go; what a relief to ride the machine after all this time, what a pleasure. As this was a ‘brand new’ machine I took it very easy at the beginning, riding very easy hazards before slowly increasing the difficulty after about half an hour. Then I stopped to take a breath and exchange my first impression with my father, who was taking photos and eager to know what it was like. My first impressions were very positive, above all the perfect balance of the machine and the great response from the engine making it a sheer pleasure to ride; I loved it. Now it was time to try it on more difficult sections, and there are plenty of them on the Rubiana proving grounds. I started with steep climbs and drops and again it was stable and easy to control, with tractor-like traction from the BSA engine. Even on big rocks steps I felt very much at one with the machine. It’s easy to lift the front wheel almost in any situation and then the rear wheel will grab the rock, and with some help from your body it will climb over the rocks quite easy.

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In April I rode the machine in the ‘Old Trial Cup’ in Italy run by the Moto Club Canzo.

Even in difficult hazards the machine performs well.

SPECIAL BSA B40

The next job is to replace the sump shield and find some more appropriate front forks.

Not for Sale

The same can be said about slippery sections; the engine provides soft four-stroke power and on the descents the engine braking works with a tremendous effect of slowing you down better than the brakes. There is something magic about the handling and I think it’s due to Stitt’s well-selected geometry and exceptional frame rigidity that make it very precise; you also have to take into account his superb engineering and fabrication skills. One thing I plan to improve is the fitting of a thicker bash plate. The current one is 5mm thick and already it’s bent in a few spots due to contacts with rocks. So: would I sell it if you made me a good offer? No way, but you can always try to convince Mr Stitt to make a frame for you. It’s a great motorcycle from great frame builder. I am lucky to have one.

‘STITT’ Frame BSA B40 TECHNICAL DATA

It’s certainly a very functional machine.

Engine BSA B40 standard Frame Harry Stitt Special, frame no: HS11-NOREK Type Single down tube, single upper backbone tube, oil in top tube, open under engine connected with 5mm thick bash-plate Finish bright nickel plating Fork & wheel At the moment Montesa Cota 348 – to be fitted with B40 wheel and hub and Ceriani front fork in near future Rear wheel BSA B40 Fuel Tank Aluminium BSA Victor replica Seat BSA B40 Mudguards Aluminium. Wheelbase 1,335mm Ground clearance 275mm Seat Height 795mm Foot-Rest Height 300mm

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FLASHBACK INTERNATIONAL

INDOOR ONLY – THE BEGINNING:

1978–1985

It’s Thursday night, October 20th, 1977. Solo Moto is working on the magazine, it’s 22:35pm, and the autumn air is still warm. The office is full of atmosphere, many are working, and the strong smell of smoke is in the air. The international trials season has already drawn to a close. Finland’s Yrjo Vesterinen is the FIM Trials World Champion for the second year, fellow Bultaco rider Manuel Soler has won the Cingles Three Day. Juan Garcia-Luque is the editor and holds one of the most prestigious pens in the world of trials. He is finishing the weekly magazine, checking its content and thinking already of next week’s content and copy deadline. Juan is starting to notice something more calm about his job as he realises he will soon have more time to test some of the new models and generate some rider interviews. He feels more at peace with the job, absorbed in his work. The ‘boss’ Jaime Alguersuari enters into his office: “Juan I have a job for you, I need some words from you to give life to the most important indoor trial in the world”. An indoor trial that, these 40 years later on, remains the reference point for others. Words: Valenti Fontsere and Yoomee • Pictures: Mauri/ Fontsere Collection and the Giulio Mauri Copyright and Solo Moto Magazine

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FLASHBACK INTERNATIONAL

1978: Yrjo Vesterinen (Bultaco-FIN) – The hot favourite to win, and world trials champion was pushed into second.

1978: Jaime Subira (Montesa-ESP) – “I have got something that nobody can take away: the rider who won the first Indoor Solo Moto”.

n 1977 Juan Garcia Luque suggested to Jaime Alguersuari, both founders of the magazine in 1975, his idea for the creation of the Rider of the Year Solo Moto prizes, following the initiative of other European magazines that were already doing it. Jaime likes the idea, and at the end of 1976, the awards are presented, in a location provided for the occasion by Coca-Cola. The enclosure is small, and as a result, Alguersuari begins to think of a new location, more suitable and larger. In a moment he thinks why not do it in the Palace of Sports of Barcelona, normally used for Basketball? But he also automatically thinks he will need something to fill the Palace to the limit. The mind of Alguersuari lights up, and they decide that they can organise an indoor trial as a complement to the Solo Moto Rider of the Year Awards. It will showcase the ‘dynamic balance’ of trials.

Early Indoors

1978: Quicko Paya (Ossa-ESP) – The mighty three Spanish manufacturers were all on the podium.

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Timeline: Friday, October 21, 1977. Juan Garcia-Luque arrives in the newsroom and is a bit absorbed in his world. He asks some questions about the indoor, quite puzzled: “Which riders do you invite, who will handle the permits, who will build the hazards, what dates…”. The months of November and December will see frenzied activity, and little by little they are clearing any doubts. The date is finally chosen as Thursday, January 24, 1978, in the evening, starting at 8pm. The indoor Solo Moto trials will become the test of the more prestigious riders but what many do not know is that the indoor Solo Moto was not the first to exist. Leaving aside some exhibitions by the master, Sammy Miller, such as when he rode over an old Studebaker car in Charlottesville, North Carolina, USA with his Honda TL 250, there were a couple of events that were previously contested indoors unlike the American exhibition. Based in Holland Mick Andrews, in association with Yamaha Europe, organised a local event. The riding standard was modest and had it not been for the presence of Andrews it would have gone unnoticed. Moving a little further north to Helsinki, during the summer of 1977 Esboo Motor Club organised an indoor trial and invited a few well-known riders including World Champion Yrjo Vesterinen. Other riders were expected to participate, but injuries and other commitments kept them away from the Finnish capital. The result was 1: Vesterinen 27; 2: Soler 29; 3: Ryssy 30; 4: Erakare 36; 5: Lampkin 40. There was an open-air ‘indoor’ event in Spain at Mollet del Valles a mere 30km from Barcelona with typical artificial obstacles of the time: logs, tyres, cars, drums, with a victory for Jaime Subira ahead of an unknown junior rider by the name of Toni Gorgot. Working in Solo Moto, Juan Garcia-Luque made the statement: “In general I think that most riders should be financially rewarded as the indoor trials could be very profitable”.

FLASHBACK INTERNATIONAL

1978: A very young Toni Gorgot (Bultaco-ESP)

1978: Team Pere Pi and Joan Borda’s on the ‘Bobcat’.

Solo Moto Indoor

1979: Jaime Alguersuari addresses the packed stadium.

1979: Bernie Schreiber (Bultaco-USA) – The new style of ‘back wheel’ riding came with the American rider who always put on a good show in Barcelona.

The site is confirmed to be the Palace of Sports of Barcelona. Jaime Alguersuari made excellent efforts with the city council, and they have given him the support to create the indoor very much with an open mind. For the first event, it’s worth noting that the riders never received any start or prize money, some help was given to foreign riders with expenses. Juan starts to contact the Spanish riders through the manufacturers, who see an excellent opportunity to promote their motorcycles. For this first event, he does not think about inviting any foreign riders, preferring to keep it as a national event with the best riders invited. However, the current World Champion Yrjo Vesterinen is among the participants. The reason? Bultaco wanted their Spanish ‘Star’ Manuel Soler, but he was carrying out his military service; so Bultaco played their ‘Ace’ card and invited Vesterinen. In the end, a total of 17 riders would participate in this first event. The creation of the trial is a triangle: Pilots, motorcycles and hazards. The first two are easy, and the third is given to Juan Garcia-Luque with a theme that the hazards should be as natural as possible. He is an outspoken defender of the traditional British trial and, in spite of it going against his principles, decides to try it. He will be assisted for many years by Pedro Pi and Juan Bordas. Pedro Pi does not need any introduction: the first Spanish trials champion, a Montesa test rider and father figure of the ‘Cota’. Juan Bordas is also a Montesa test rider and has a gardening company, which is ideal for the supply of components for the construction of the hazards. The Moto Club Mollet will be in charge of the organisation, headed by Josep Isern. The event is promoted at all levels, thinking that it would need good publicity to fill the 8,000 seats of the venue. To attend the event the spectator does not need to pay, simply show the weekly issue of Solo Moto. On January 24 the Palace will fill up to the limit. In fact much more, with people occupying all the corridors and any corner they can find. The response of the public is much higher than expected, testing the stadium facilities to the limit.

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FLASHBACK INTERNATIONAL

1979: Joaquin Abad (Ossa-ESP) – Ossa along with the other Spanish manufacturers looked on the event as an ideal shop window for their machines. 1980: The Solo Moto magazine front cover with Manuel Soler in action on the Bultaco.

Success

1979: Miquel Cirera (Montesa-ESP) – Miquel is still involved in top level trials as the manager of the Repsol Honda team.

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The trial is a total success with a fierce fight for victory. The big favourite is Vesterinen who leads Subira by only two marks in the first round, 12–14 but ‘Subi’ turns it around in the second round 7–10 by not parting with a five mark penalty. The third rider on the podium is Ossa rider Quico Paya. For Subira it is a very important victory, which he acknowledged a few years ago: “I have got something that nobody can take away, the rider who won the first Indoor Solo Moto. The hazards at that indoor were not like the ones of today. The elements that made them — sleepers, logs, tyres, etc. were not fixed properly, and during the event, they came loose, until Joan Bordas and his ‘Bobcat’ secured them, much to the appreciation of the crowd”. The brains of the organisers, Alguersuari and Garcia-Luque, are set in motion the day after the trial to prepare for the second event in 1979, which will obviously introduce some changes. The first change is that the trial will be run on Sunday in order to be able to reconcile the broadcast by Spanish Television. The entrance remains free even though the budget of the event already amounts to 600,000 pesetas at the time. They also wanted more international riders, and here the hand of Juan Garcia-Luque is played. He shares many weekends with the elite riders of trials and agrees to bring Bernie Schreiber, Yrjo Vesterinen, Felix Kranstover and the American Marland Whaley to the event. This will establish what will traditionally become a ‘Spain versus the Rest of the World’. One of the novelties of the ‘79 trial is the installation of an immense pool of more than 50,000 litres of water in the Palace to contain the wet hazards. Continuous innovation in the layout of the hazards also convinces the council that no damage will be done to the stadium. American ace Bernie Schreiber dominates the 1979 event despite the strong challenge by an inspired Manuel Soler. But the remarkable thing is not the victory but the way in which he did it. Solo Moto commented in the magazine: “Bernie Schreiber is a revolution and challenges the traditions of the classic trial as he makes turns in the air with ease, drives the motorcycle on the rear wheel and jumps everything. Those present there sees that this ‘hurricane’ will change the sport forever”. The winner is 1: Schreiber 30; 2: Soler 38; 3: Krahnstover 44. For the first time an Italian machine, an SWM, appears in the hands of Kiku Paya. Coinciding with the Indoor and the Solo Moto Rider of the Year a lottery of motorcycles and equipment was held. That year a boy from Santa Cecilia de Voltrega was grateful for a motorcycle he won. His name: Lluis Gallach. Four years later he will be on the podium with his Montesa.

FLASHBACK INTERNATIONAL

1980: Toni Gorgot (Ossa-ESP) – The home crowd was looking for a Spanish winner on a Spanish machine and Gorgot took a fighting second position.

Eddy Lejeune (Honda-BEL) – After finishing as runner-up in 1981 Belgium’s Eddy Lejeune gave the four-stroke Honda the first of three wins, from 1982 to 1984, for a Japanese manufacturer.

The Italians Arrive

1980: Jaime Subira (Fantic-ESP) – Riding the small engined Fantic, ‘Subi’ had a spirited evening which resulted in a visit to the podium in third.

1980: Alberto Juvanteny (Ossa-ESP) – The crowded loved to see the return of Ossa with the yellow gripper model.

With two events already behind it, the indoor Solo Moto event has established itself as an indispensable event, and the organisers work to make it even more enjoyable in 1980. In this event, the participation is a luxury, not only for the level of riders but also at the level of brands. The monopoly of the Spanish manufacturers has nearly ended and two new models debuted at the Palace with Jaime Subira and the Fanatic 200 and Charles Courtyard with the SWM. The level of foreign riders is higher, with American Marland Whaley (Montesa) and Frenchman Fred Michaud, who makes his debut next to Toni Gorgot on the yellow Ossa. Schreiber and the Spanish revolution Gorgot have a great fight for victory as the Spanish rider takes an early lead. Schreiber applies more pressure with some superb ‘trick’ riding, and despite holding the lead into the final Gorgot parts with two five-mark penalties to be denied victory, as Subira puts the Fantic on the podium in third place. The situation at Bultaco was very critical at that time, with continuous strikes and partial closings of the factory as Manuel Soler and Bernie Schreiber remained the only official works riders. Their Bultacos were prepared in the well-known Taule motorcycle shop on Diagonal Avenue in Barcelona, thanks to the facilities offered by its charismatic owner Pere Taule.

In 1981 they decided to hold the event before the Spanish World round to encourage more riders to compete. This encourages the young, talented Eddy Lejeune from Belgium on the four-stroke Honda. This would be Schreiber’s first event with the new Italjet and also the debut of Manuel Soler with a Montesa. The first disappointment for the public is when Schreiber’s chain breaks, damaging the Italjet in the ninth hazard, and he cannot continue. In a battle between Gorgot and Lejeune the Belgian takes the victory by three tenths with Italian Danilo Galeazzi (SWM) completing the podium. A boy named Andreu Codina debuted in the Palace performing a spectacular demonstration in the interval with a bicycle, the newly created Montesita de Trialsin. Four years later the Palace would witness him win on a Montesa Cota 330. All is not well with the event behind the scenes though. World Champion Ulf Karlson would not ride as he was adverse to indoor competitions, and the second Italjet of Ettore Baldini breaks in training so he cannot ride. The last resort is Xavier Miquel, the second Fantic rider, who is in the Palace as a spectator. He is invited to ride; he goes in the car to his residence outside of Barcelona, gets his machine and riding kit. He arrives at the Palace with the competition already started but still competes, much to the appreciation of the crowd.

1983: The presentation of the riders: From left: Lluis Gallach (Montesa –ESP), Alberto Juvanteny (Ossa-ESP), Gabino Renales (Merlin-ESP), Marcelino Corchs (Derbi-ESP), Andreu Codina (Montesa-ESP), Pedro Olle (Beta-ESP) – Jaime Subira (Fantic-ESP), John Lampkin (Fantic-GBR), Danilo Galeazzi (SWM-ITA), Bernie Schreiber (SWM-USA), Eddy Lejeune (Honda-BEL).

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FLASHBACK INTERNATIONAL

1984: Bernie Schreiber (SWM-USA) – The job of observing was becoming more difficult, despite the good work of the organisers of the outdoor world championship at Sant Llorenc. The pressure begins as you are observing in front of 10,000 spectators. Even a small error and the crowd erupts into shouting and whistling. 1984: The front cover of Solo Moto magazine has the great Bernie Schreiber on it.

1984: In 1979 a boy from Santa Cecilia de Voltrega was grateful for a motorcycle he won. His name: Lluis Gallach. A few years later he will be on the podium with his Montesa.

Three World Champions

In 1982 Ignacio Bulto — creator of the Merlin — decides to present the new model coinciding with the ‘Indoor Solo Moto’ and its rider Joan Freixas will also compete. In addition to the new Merlin, there is also the participation of the new Beta trials machine for the first time, in the hands of newly signed Pere Olle. The trial is a battle between three world champions: Gilles Burgat, Eddy Lejeune and Bernie Schreiber. In the first round Lejeune leads Burgat by a single mark, and in the second Burgat makes a splendid tour parting with just four marks. The public already thinks Burgat has won when Lejeune does the impossible and parts with only three marks to take the win with Schreiber third. In 1983 the new Spanish brand Derbi, following the example of Merlin in the previous event, decides

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Spain was looking for a new hero, and he came long in 1985 with the headline of the front cover of Solo Moto which read: ‘Codina Maravillas’. This event was marked by the great victory of Andreu Codina riding a Montesa Cota 330.

to present and debut its motorcycle in the Indoor with Marcelino Corchs its rider. If this is the positive note, the sad note is associated with Bultaco. For the first time, there is no Sherpa model in the Indoor. The trial is an intense battle between Eddy Lejeune and Bernie Schreiber, with Lluis Gallach very happy in third. At the end Lejeune leads by 19 to 21, but everything is played out in the last hazard consisting of the passage between containers, as in the previous year. Schreiber goes clean, and Lejeune has two marks in hand, but then he also jumps the two containers, to the subsequent ovation from the crowd. Some riders and manufacturers, seeing the increased risk in this type of event, decide not to participate and to reserve the riders for the World Championship. This was the case of Gorgot (Montesa) and Burgat (Fantic), but Lejeune

1985: This event would mark the debut of the great Italian Diego Bosis (Montesa-ITA).

reappears after four weeks of inactivity due to injury and Galeazzi has the cast removed from his fractured leg two days before the Indoor. The success of the trial begins to become evident, and more manufacturers appeared in 1984; both Mecatecno with Salvador Garcia and the revolutionary JJ-Cobas machine with Toni Gorgot and Gabino Renales as riders. All the leading riders are in Barcelona led by Lejeune, Schreiber, Burgat and Thierry Michaud. For the first time, a third round is introduced for the three finalists, who will ride each hazard together giving, even more, excitement to the final. The winner is again Eddy Lejeune although during the first two laps he had Gallach and Schreiber glued to his heels. On the third lap, he literally blew them away with the final scores at 1: Lejeune 5; 2: Gallach 22; 3: Schreiber 28.

FLASHBACK INTERNATIONAL

1985: Lluis Gallach (Merlin-ESP) – This picture shows just how steep the hazards were becoming.

Crowned as the 1st ‘King of Barcelona’ Jordi Tarres took wins first in 1986 and then from 1988 to 1993.

Who is Joan GarciaLuque?

1985: Gilles Burgat (YamahaFRA) – Yamaha had changed the face of trials motorcycles forever with the introduction of the Mono-Shock model in 1983.

Observing

1985: This was the first year of the soon-to-become trials legend Jordi Tarres on the Italian Beta.

The job of observing is becoming more difficult despite the good work of the organisers of the outdoor world championship at Sant Llorenc. The pressure begins as you are observing in front of 10,000 spectators. Even a small error makes the crowd erupt into shouting and whistling. Spain is looking for a new hero, and that comes along in 1985 with the headline of the front cover of Solo Moto which reads: ‘Codina Maravillas’. This event is marked by the great victory of Andreu Codina riding a Montesa Cota 330. After several years of foreign triumphs, Andreu wins from two French riders, Pascal Couturier (Beta) and Gilles Burgat (Yamaha). This event also marks the debut of two young futures stars of trials Jordi Tarres (Beta) from Spain and Italian Diego Bosis (Montesa). The Italian offensive on the trials market continues with Aprilia and French rider Philippe Berlatier and the debut of Garelli with Bernie Schreiber. Valenti recalls 1985: “The day before the indoor, Andreu Codina was making the last adjustments to his Cota 330. I knew him from school, and he encouraged me to try the new Montesa. I said no but Andreu insisted, and in the end, I accepted. It really was a toy compared to my Montesa Cota 200. Encouraged by Andreu I tried more difficult hazards until eventually I failed and crashed his pride and joy with the result being broken handlebars, levers, mudguards, and the fuel tank took a heavy blow, Andreu went very quiet. ‘Do not worry’ he said ‘tomorrow morning I will go to the factory and repair it’ and he kept laughing about the crash”. The next day Andreu gets the most important victory of his life. Perhaps the Cota 330 had decided not to betray its rider like the previous day and thus avoid greater damages. “When we meet up we still laugh at this incident,” says Valenti. Wednesday, January 15, 1986. 8:05pm and Juan Garcia-Luque is thoughtful in his office, working on the next edition of the indoor Solo Moto with some worry in his mind. The Indoor is less than a month away, and the arrival of the mono-shock trials machines has pushed the level of riding up to a very high standard. He is quite aware that the event must deliver to the crowd. 1986 will represent the first victory of a motorcycle equipped with a single rear shock absorber, the Beta TR 32 ridden by a young Jordi Tarres. Welcome to a new era of motorcycle trials…

Born in Barcelona 1952, in the heart of a family with a journalistic tradition. Founder with Jaime Alguersuari of the magazine Solo Moto in 1975. Editor-in-chief and one of the most prestigious pens in the trial world, together with the likes of Bernardelli, Rappini, d’Awans, Mauri, Howdle, etc. He trained as an Industrial Engineer but his heart was in motorcycle trials. He lived in his second place of residence with a group of firsttime enthusiasts who loved trials, including members of the Giro family the founders of Ossa. The next step was to start journalistic work in the world of motorcycles and in particular trials. He would continue attending competitions and the Trial World Championship, giving timely opinions on its development. He continued to maintain maximum interest in motorcycles and followed the era of greater splendour of the Catalan motorcycle industry as his speciality. The merit of the success of the Indoor Solo Moto is largely his own, as well as other innovations implemented both in the journalistic aspect in the magazine Solo Moto and in the productive side in the publishing company, of which he was director of publications. He was also a trials rider with the objective of living from inside the experiences of the leading riders and to be able to write and to give a more thorough opinion on this area. He would continue to lead Solo Moto until 1989, when he decided to take a new look at his professional career and dedicate his time to the industrial sector of graphic arts, giving a new direction to his innovative spirit in the productive aspect developed and previously applied as the publisher of Solo Motorcycle. PHOTOS: (top right) Joan Garcia-Luque in more recent times; (underneath) Observed by Manuel Soler is Joan Garcia-Luque in his trialing days.

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PROJECT THE TALON MICKMAR Bob Currie used this superb open-engine drawing in an article on the Mickmar project for Motor Cycle.

A home brew

It was a very interesting conversation, firstly with Mick Bowers about the BSA Bantam trials project, that then led to a phone call to a certain Michael Martin. My father Ron had mentioned his name on many occasions, and I, as a young person, had seen this ‘Mickmar’ trials machine in action. I asked Michael Martin if he could put the story of this trials project into words and he kindly provided what we have here today. I find my job a privilege, and that is how it left me feeling after reading his words which I will leave you, the readers, to enjoy.

Is this the ultimate BSA Bantam trials model? When Michael had been in charge of the engineering of the BSA Bantam he conceived the machine that could have secured its trials future. The vision of a new BSA Bantam through the eyes of Michael Martin – The Pinto.

A new model BSA Bantam trials perhaps, with the new 175cc five-speed two-stroke engine

Words: Michael Martin and John Hulme • Pictures: Michael Martin, Bob Light, Anne Scuse, Barry Robinson, Motor Cycle and Yoomee Archive

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PROJECT THE TALON MICKMAR The new Mickmar engine.

This is the picture of the Montesa Impala and its ingenious use of grooves and pins instead of the conventional splines more commonly found in the gearbox. The complete Saracen Invader with the Mickmar engine housed in the frame.

t the time of the start of the BSA Group crash I was working at The BSA Group Motor Cycle Research Centre, Umberslade Hall, at the time rejoicing in the job title of Chief Project Manager – Single Cylinders. So in 1972, I elected to take my redundancy money and set up Mickmar Engines.

A Mickmar Engine

Some years earlier I had been Group Chief Development Engineer of BSA General Engineering Division at Redditch, Worcestershire, which amongst many things produced the BSA range of industrial and agricultural engines. The General Engineering division had been disbanded so that the main Redditch factory could be switched totally to motorcycle production, and the power unit business was sold to Villiers. A group of us had discussed setting up a power unit manufacturing business of our own, but this had only been talk. Apart from that, the Mickmar Engine project was not a long, drawn-out project; it was quite a sudden decision to set off into the blue with the new engine! Even the name was derived by the lads that worked for me at Umberslade Hall who thought up the name — not that difficult! In the last month, before I left they would tell people who were visiting me ‘you’re wasting time talking to him, he can only think of his Mickmar Engine’. During that last month, I did work very hard at making sure that the projects I had worked on were properly documented and handed over to the appropriate people. I did visit Bert Hopwood,

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the main man at Triumph, who had no time for the Umberslade set up. He asked me what I was going to do and by that time I could see no point in being other than truthful. “I am going to set up a business to manufacture engines. Firstly I am looking at doing a 175cc five-speed two-stroke engine. I want to fill the gap left by the withdrawal of the Villiers Engines from the market” I said. When I had been in charge of the engineering of the BSA Bantam and the future range of twostroke engines at BSA we had started to look at the smaller capacity sizes for the future two-strokes. We had got up to the point where we had got wooden patterns for the new proposed 175cc engine. The project had stopped there and the projects mothballed. Mr Hopwood, with a grin and a wink, said: “I suppose you know where the pattern equipment is for the abandoned 175 is?” I said: “Say no more sir!” In fact, we set out with the widest of objectives not just as narrow as motorcycle engines. Indeed we did do a design of a 150cc side-valve engine for Atco lawn mowers and a scotch crank engine for a local foundry. However, the first important project was to get a two-stroke trials engine going. At that time there was still a vestige of a motorcycle industry that had existed around the Villiers engine. They were looking for a sensible engine. Minarelli and Puch engines had been tried and found wanting. However that opportunity to supply engines was, in fact, time-limited. Firms were stopping production of motorcycles almost by the month.

By the time we got sorted the market had gone. We then needed premises, and we found an old unit in Selly Oak, Birmingham, that had made delivery carriages for horse-drawn Co-op operations. It was a somewhat rickety unit on three floors. The top floor, being on street level, had access to Bristol Road and the lowest level had access to the canal. It was about a mile from the old Ariel factory. Initially, the team consisted of me, my then wife, Roy Richmond who had worked for me as a Project Engineer at Redditch and Umberslade and Mac McGowan, who had worked for me at Redditch & Umberslade and previously at Royal Enfield. Mac was the most hands-on of all of us. Roy didn’t like the Selly Oak premises and only lasted about a month, and was replaced by Rod Arscott. Rod was a family friend previously working for the City of Birmingham Public Works Department. Anyway, I got on and indeed designed a 175cc piston-ported two-stroke engine with a bolted on five-speed gearbox. I was well known in the motorcycle world at that time, and we had plenty of publicity. Bob Currie, then Motor Cycle’s Midland Editor, was an enthusiastic supporter and was always calling in to see how we were doing. The result of this publicity was an approach from Greeves. Greeves did not want a 175cc. It had to be 250cc. So my wonderful ex BSA 175cc castings were no use to me! However, one set of castings I converted in my guise as chief pattern maker to make 250cc heads and barrel patterns.

PROJECT THE TALON MICKMAR September 1973 and Mick Bowers gives the Mickmar its first outing on the Saracen, at Chips Quarry near Broadway in the Cotswolds.

Trevor Kemp purchased the original Saracen machine and set to and did a very nice renovation job. He caused problems by gaining a couple of victories in Pre-65 events. Someone noted that a machine produced in 1974 could not really qualify as a Pre-65 machine!

The Walwin trials frame was fabricated in Reynolds 531 tubing and chrome plated. Polished Dural aluminium was used for the sump protector and the rear sides of the subframe.

The Ross Winwood Mickmar trials machine gave hope to a breed of trials riders who wanted to remain faithful to the once proud motorcycle manufacturing heritage of Great Britain.

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PROJECT THE TALON MICKMAR

A very interesting machine appeared with Duncan MacDonald. Just a look at the picture of his MAC machine shows he was years ahead of his time.

The 250cc Engine

So the main design activity at Selly Oak was to design the 250cc engine. A lot of the design work had been done before Selly Oak appearing. The design of anything has to recognise the business environment in which the project is being produced. In our case, that meant everything had to be at near enough zero cost. That meant we had to use bits and pieces from wherever. The piston and piston rings needed to be made out of posh materials and machined on very high-quality machinery. We found a firm in Italy that was making pirate pistons for the 250cc Bultaco and Ossa machines. Thus the Bultaco, Ossa and then Mickmar all had the same 72mm bore and 60mm stroke! Because I had been involved with the BSA Bantam for some years, and the Bantam itself was 58mm stroke, with the new engine we were operating in an area Amal was clearly the place to go for our carburettor. Phil Wood of Lucas was an old boy of King Edwards Grammar School, as was I, my brother and Peter Inchley who had much to do with the Villiers Starmaker. So it was Lucas ignition equipment. We used a system that Montesa had used, using rollers in semi-circular grooves in the gearbox main shaft so as to avoid having expensive tooling to make splines. The nodular iron crankshafts and the iron flywheel came from Hayes Shell Cast where one of the directors was John Taft, a fellow BSA apprentice. We had one massive jig masterminded by Mac McGowan that served for

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the machining of the main castings. We were trying to do things properly and on the second floor of the Selly Oak building we had installed a Heenan & Froude DPX 0 engine test dynamometer. The engines were run on the dynamometer as a Saturday job by Graham Carter, who had worked with me both at BSA Redditch and Umberslade Hall.

Customers

Because of the publicity we got from Bob Currie we had a fairly constant trudge of possible customers turn up at the door. What we really needed was customers with a certain amount of understanding and certainly tenacity combined with patience! On that basis, Greeves came and went very quickly without a machine ever appearing. David Brand, who then owned Saracen, did achieve a machine that looked the part and in September 1973 gave Mick Bowers the honour of being the first competitive rider on a Mickmar. David couldn’t put up with our ‘snails pace’ of development work and went off to make radiators. A very interesting machine appeared with Duncan MacDonald; just a look at the picture of his MAC machine shows he was years ahead of his time. He also frustrated by us though and switched to an Ossa engine. When it came to tenacity, we can name three Selly Oak projects that did help us forward in big ways. Firstly the great old man of motorcycling Len Vale-Onslow Senior, who had produced SOS machines prior to the war and had a small number of Valon machines after the

war, engaged Steve Wilson to build a Mickmar powered Valon machine for Alan Wright. The Valon machine was also based on a Saracen frame. Having someone such as Alan on the machine was a real boom even if he did sometimes need a certain amount of ‘fettling’ to keep him going. Then Bernard Gore appeared at the door one day wanting to buy an engine and make a frame and cycle parts to make an all-British machine. This he did and went on to record the first-ever Mickmar win and then followed that by winning The Welsh Trials Championship. He also rode in the British Experts, where he was the only solo rider mounted on a British Machine. The next person to knock on our door was Pat Onions from Cotton. Pat and I got on so very well, right from that very first meeting. He was used to running Cotton on a shoestring. They were using Minarelli engines, but they had to put a lot of work in to make the engine into a trials one. Pat Onions and Eric Lee made the Cotton to take the Mickmar. We then did a lot of testing with the Cotton riders Pat Barrett and John Close. Most of the testing was done on the Cotswolds at what was John Draper’s farm. What Pat wanted was to produce a clubman’s trials model so that the lads could have a bit of fun, but it had to be reliable. So he put John Close on the machine. Pat was looking for John to do a complete season on the Mickmar Cotton and deliver a First Class award in Western Centre trials week in week out. John proceeded to do this. Pat was so pleased; he was ready to order but…

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PROJECT THE TALON MICKMAR The MAC idea from Duncan MacDonald provided the mould for a future generation of trials motorcycles using the aluminium monocoque idea.

1974: Duncan MacDonald on the Mickmar engined MAC – MacDonald Auto Cycles – at the back of Birmingham University.

1974: Michael Martin on the MAC testing at Fish Hill, near Broadway in the Cotswolds.

Move to Yeovil

The next time Pat called in I had to explain that Mickmar had hit the buffers and we were going to have to give up. Pat would have none of it. “We haven’t come all this way to give up now; you’ve got a super power unit, and we want it. Don’t do anything drastic; give me a fortnight to sort something.” Over the next few days, Pat went around the industry to see if anyone would take us on. The one firm that was interested was Talon Engineering run by George Sartin down in Yeovil. They were going to supply hubs and brakes to Cotton and possibly also sprockets. George reasoned without an engine Cotton wouldn’t be wanting anything else. George saw it as a way of gaining extra business as well as protecting existing orders. So the exercise was put in place. Mickmar in Selly Oak had a ‘controlled’ liquidation so that the suppliers remained on side to supply the Yeovil enterprise. The drawings, the stock, my family and me upped sticks and moved down to Yeovil. The Selly Oak machinery was of no interest to George, so Mac McGowan took the machines and set himself up as a machining unit. To this day in Astwood Bank, Worcestershire he makes spare parts for ancient Lister engines, etc. The Talon Company changed its name to Talon Engineering Ltd with George as Managing Director and me as Technical Director. During this period George managed to organise it so that we could have a manufacturer’s team in the 1975 Colmore

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1975: On November 16th 1974 Bernard Gore gave the Mickmar engine its first win in a trials competition. This picture is from the 1975 Inter Centre Team trial near Buxton in Derbyshire. This was the machine built by Cotton motorcycles using one of the Mickmar five--speed gearbox engines, which weighed in at 189lbs.

Cup Trial. Almost certainly this was the last time an all-British made machines team was entered in a National trial. I had watched it since I was a toddler, passengered in it and ridden solo in it. It had been one of the greatest classics of all and at that time was still one of the most important trials run. The Talon Mickmar team was David Fisher, Alan Wright and Bernard Gore. We achieved a certain notoriety when some of the 12 machines were penalised 10 marks for exceeding the noise level in the noise test as two were Mickmars, with Bernard being the quiet man! At least they knew we had been there. The move to Yeovil was a boost to the engine project because Talon had some very good kit to make things and also were specialist makers of lost wax casting tooling. George himself set to and made new tooling for some of the gearbox parts. The gear selector mechanism on the early Mickmar had been something of a problem. The new tooling moved us to a different level.

Wasp Trials Bike

Yeovil is not so far from the Wasp production unit in Wiltshire. The boss of Wasp, Robin Rhind Tutt, had made some trials motorcycles over the years and was interested in including a TalonMickmar engined trials model in his range. Like Pat Onions Robin wanted to see a machine running week in week out in the local trials. Winning would be nice, but again he wanted to produce a clubman trials model that would be

Alan Wright on the Mickmar engined Valon in the Kings Norton Aston Auto Cup Trial in which Alan finished second to Mark Kemp. This shot is of Alan in the furthest wheelie special test!

reliable. Robin gave George Greenland the job of making a prototype and the running of the machine we controlled from Yeovil, using Mike Hann as the rider. Mike worked at Yeovil College and so as well as being a good local rider he also had an engineering input to the project. When the Talon-Mickmar project eventually floundered the Wasp was left abandoned at the Talon factory. Many years later Rob Sartin, the son of George and now boss man of the highly successful Talon Engineering business, asked Jock Wilson to sort out the old Wasp. A complete rebuild led to the machine that now resides in The Sammy Miller Museum.

BSA Cooperative

It never came to anything, but the BSA cooperative approached us regarding making engines for an updated BSA Bantam. The little-known BSA cooperative was set up by the BSA workforce in response to the Triumph cooperative. A picture appeared in December 1975 in Motor Cycle News of BSA’s shop steward, Harold Robinson, with the Bantam and the Talon-Mickmar, though the engine was not named. It seemed that as I had been a BSA apprentice anything I may have designed was clearly BSA property! I am afraid when it came to militancy the Triumph lads had the edge over their Small Heath counterparts. Certainly, Harold was not the firebrand of his namesake ‘Red Robbo’ down the road at BMC, Longbridge.

PROJECT THE TALON MICKMAR

Many years later Rob Sartin, the son of George and now boss-man of the highly successful Talon Engineering business asked Jock Wilson to sort out the old Wasp. A complete rebuild led to the machine that now resides in The Sammy Miller Museum.

Based in Derby, Silk Motorcycles produced this tidy looking trials prototype with the Mickmar engine.

From left: Michael Martin, George Sartin and Dave Helyar. Dave did much of the machining for the Yeovil produced Talon-Mickmar.

Ridden by ex-sidecar British Champion Alan Morewood in a few events, but nothing became of it and the company closed in 1979.

The light at the end of the tunnel gets extinguished!

By the winter of 1975/76, we were still operating on a knife edge, but light at the end of the tunnel started to appear, only to be cruelly extinguished. At this time, around half a dozen trials machines were in regular use: Bernard Gore, by now was on a Miller Highboy frame Cotton and still performing well in Mid Wales; Mr Knight, who had bought the Saracen from David Brand, operating around Norwich; John Close was on the Cotton – our Mr Regular in the Cotswolds; and Yeovil riders Mike Hann was on the Wasp and Trevor Ring on another Miller framed machine. Pat Onions, from Cotton, had got to the stage of asking us to supply Cotton with six engines per week and Wasp had ordered and taken 12 engines. With these two manufacturers, it looked like we would be making some 40 units per month. But it just didn’t happen. Wasp was so busy making their world championship winning sidecar outfits they just never got round to producing the machines to the Greenland prepared prototype. Even worse was to happen with the Cotton project. Cotton had a sleeping Director, Terry Wilson, who came into some money and bought out the other shareholders and made himself Chairman of the Company, leaving Pat Onions as a non-powerful Managing Director. Cotton now wanted to set out their stall with a supply of 200 engines per week. Frankly, we could not see it and also we had to look to fund

three months of production. It just wasn’t going to happen. In the last few weeks of our operations, we did look at setting up a bigger company, but funding was not available. During this period I also did the initial design work on a 500cc twin and a 750cc triple based on the 250cc single.

Big Bertha

In April 1976 we did produce one oversize engine of 320cc, using a Bultaco piston. This engine was put in one of the two Miller catalogue specials built from Sam’s catalogue parts by Les Thomas. Yeovilbased Les had made Triumph Cub Trials machines in years gone by and was a very enthusiastic supporter of the Talon Mickmar project.

All Over

By the spring of 1976, it was basically all over. George and I shook hands and went our separate ways. Talon went on to become a very successful business making a large range of sprockets and other motorcycle goodies and to become one of Yeovil’s leading engineering employers. I went to work as a Type Test Engineer at Westland Helicopters and then moved to being Managing Director at British Seagull in Poole, the outboard engine people. By a quirk of fate, the Technical Director at British Seagull was Doug Helen, my old friend from BSA/Triumph days. There was a spell then as Chief Engineer at Villiers Industrial Engines, and then some consultancy work. I still do a bit of consultancy work to this day, helping

Sammy Miller with former workers and friends of Talon-Mickmar at the Sammy Miller Museum.

small firms managing their operations in line with various international standards.

A Bitter Sweet Victory

During the summer of 1975 we were approached by David Hale from Westfield School, Yeovil for an engine to power a Hovercraft. I am quite sure when I started the Mickmar project that I have had many ideas as to where a Mickmar might appear, but a Hovercraft was not one of them! Anyway David Hale got his team of enthusiastic pupils to build a machine. David Hale really wanted me to go to one particular event, but I didn’t want to know. By then the novelty had worn off. I should have gone though because Westfield School won the All England Schools Hovercraft Championship held that year at Longleat Safari Park in Wiltshire. We did also supply one other customer with a Hovercraft Power Unit, but then having supplied it we heard nothing, until five years after the project had ended they phoned up wanting to order engines!

Attempts to Restart

There were some abortive efforts to keep the engine going. Ashley Tubes, who used to supply Triumph with frame parts, wanted me to move back to the Midlands but I was not enthusiastic. Len ValeOnslow and Evesham Motorcycles made various efforts, but none was successful. At some point along this route, the drawings got lost – so that really was that!

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MEETING ERIC ADCOCK

DOT to DOT My late father Ron had purchased a new DOT as one of his first ever trials machines. The stories of taking it back to Manchester on the train to the DOT factory were always a constant source of amusement, as it was definitely not ‘Devoid Of Trouble’. Over the years he would become friends with Eric Adcock, and he insisted that at some point I generate an article on him. A very enjoyable afternoon was spent with Eric, and here we bring you his life from DOT to DOT. Words: Eric Adcock talks with John Hulme • Pictures: Alan Vines, Brian Holder, Don Morley, Malcolm Carling, DOT, Bremmer’s Press Agency, Ray Biddle, Oldham Chronicle, Raymond’s Press Agency, Bob Light for the Motor Cycling, G M Pellett, Motorcycle News, The Nick Nicholls Collection at Morton’s Archive and Isle of Man Times. Eric donated the pictures in this article from his collection given to him over the years. With the passage of time, we could not find out who many of the copyright owners were, so we do apologise if some are recognised by the owners. Please contact us if you feel we have used your pictures.

My father Jack Adcock and passenger Jim Dunkerley (350 Rudge) in October 1931, crossing a stream at ‘Scouthead’ about three miles from Oldham town centre.

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MEETING ERIC ADCOCK

1952: Red Rose Trial on the new Francis Barnett; finished 10th and won a First Class Award.

Early Days

I was lucky to be born into a motorcycling family as both my parents had motorcycles in the 1920s before they married. By the end of the 1920s and 1930s my father had joined the Oldham Motor Sports Club and was competing in all types of off-road events, on Rudges in the Saddleworth area. The war curtailed his competition career, and after the war, we would go to watch trials and scrambles in the North West and Cheshire. At one event at Marple, I got to know a youth about my age who had cycled from Moston. His name was Jack Mathews, and we remained friends until his untimely death in 1993. We used to meet up most weekends and makeup trials sections for our push bikes, and this was our training for motorcycle trials a couple of years later. It was while we attended scrambles I learned how to ride a motorcycle, as at these events as the car park emptied I would ride my father’s outfit around the car park! As I approached 16 we started to look for a trials machine, but as I was only about 5’ 4” and nine stone the four-stroke models were too big and heavy, so we placed an order for a new 197 DOT with Auty & Lees in Bury. The owner, Ginger Lees, was a friend of my father from pre-war events. As my birthday approached they could not tell us when a DOT would be delivered, so we looked elsewhere to see what was available. Another big motorcycle dealer in Bury was Cliff Holden — later to become the Ossa and SWM importer — who was also a good scrambler and had a new BSA Bantam on display. After trying it for the size, we bought it. The salesman was none other than Bill Barugh, who was just starting his long association with DOT motorcycles.

Manor Steps 1954, losing five marks and only a Second Class Award.

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At home in 1954. The large trophy in the centre is the Cheshire Centre Team Award won by the Manchester 17 MCC with Doug Chadwick, Tom Leach and myself.

1952: Clayton Trial at Robinson Rocks; won a Second Class Award.

1953: Welsh Two Day Trial on a four-speed Francis Barnett; the section is Fe-Llwyd.

MEETING ERIC ADCOCK

1954: The first year on a DOT that they supplied with a rigid frame. Nant Gwilt is the hazard in the Welsh Two Day Trial; I won a First Class Award.

First Trial

My first trial was the Oldham Ace Trial starting at the Glen View Café, Delph, and I won the Best Novice Award by finishing 10th overall. I had to ride the machine to all events, and in March, after five trials, I entered my first National, the Bemrose Trial which was south of Buxton on the Ashbourne Road. By the time I reached Buxton it had started snowing, and after the trial started it became impossible to see the route marking, and the organisers curtailed the trial after one lap. The event was won by privateer John Giles on a clean sheet. I lost 14 and just missed out on a Third Class Award, and finished 47th out of 133 starters. After the event, it was a 35-mile journey home in the heavy snow. After about seven events I was told by the North Western Centre Secretary that they had decided that I was no longer a Novice as I had won three 250cc cups. To get more experience, I entered events in North Wales. At an event near Oswestry the BSA got stuck in bottom gear, but luckily my parents had followed me to the trial – so we lashed the front wheel between their back wheel and the sidecar to get me back to Oldham! During the next couple of weeks, my father made a fixture between his machine and sidecar to tow the BSA with just the back wheel on the ground. The Bantam was short of power for some of the events, so we invested in a Francis Barnet road model with a spring frame and converted it for trials; my results improved and I won my first trial! When Francis Barnett announced a genuine trials model, we bought one. This was still a three-speed model but with a rigid frame. On this machine, I ventured into Yorkshire to ride in a Halifax Trial at the request of Jim Crossley, who was much involved with the club, and I 1956: ISDT on the way to a surprised the regulars by finishing second to works BSA rider Tom Gold Medal on the Royal Enfield. Ellis out of 107 starters. Out of 37 trials I rode in 1952, I managed to win four. After finishing second in the 1952 Northern Experts, I tied for first place in 1953 with Tom Leach and Arthur Shutt but lost out on the brake test so finished third. In 47 trials I won five and never finished lower than ninth. At the end of 1953 we made our annual pilgrimage to the Lancs Grand National on Holcombe Moor, and in talking with Bill Barugh after the event was introduced to Burnard Scott Wade, the owner of DOT to see if they could lend me a machine. The result was an interview at the factory, and a promise of a machine in January, together with entries and expenses for all trade supported trials which I gratefully accepted.

1956: Army Championship in the sand at Borden.

1955: Manor Steps in the Clayton Trial and a clean climb, to finish 13th out of 202 starters and win a First Class Award.

1957: The Southern Experts organised by Ralph Venables. I rode in this event just as I was finishing my National Service. The section is Blackwell Bank.

1957: Manchester 17 MCC Boxing Day Trial, which I won. The section is in the steam at Washgates.

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MEETING ERIC ADCOCK

1959: Allan Jefferies Trial. Section is Moor End, Kettlewell; finished second – two marks behind Ray Sayer – and won the Best 250 Cup.

National Service

In my second National trial on the DOT, I finished fourth, and Best 250. In September I received a letter from Norman Motorcycles in Kent asking if I would be interested in riding their machines, but I was happy with the DOT, and I declined. 1955 was my best year so far as I won three National trials and two 250 awards, and qualified for my first British Expert trial. I also rode in my first Scottish Six Days, and it was indeed an eye-opener, as the trial started in Edinburgh and went to Fort William; a distance of 150 miles and with only 23 sections. On the second day, the route went as far north as Inverness and included a climb of about 2,000ft up a steep, twisting track consisting of 10 sections with tight bends. The track had been made by commandos during the Second World War to train mules! At the end of the week, having covered over 900 miles and ridden with a broken foot from Tuesday, I won a First Class Award and missed a Special First Class by just three marks. In October I received a letter to report to Catterick Camp for two years’ National Service. I decided to write back to see if they would defer me for another month so I could ride in my first British Experts trial. To my surprise, they said yes, and I finished 15th and was the third under-200cc machine. It also enabled me to ride in my first Scott Trial, and I won the Best Newcomer’s Award. This was the end of my trials riding for 1955 after winning 19 events. After finishing my training and having initially been told I was going to Germany, I was suddenly told I was to be posted to the Army M T School at Borden, Hampshire. After travelling nearly 300 miles by train, I was in the mess having tea when a major came in and asked for Private Adcock. He said ‘you have a weekend pass to ride in the Bemrose Trial in Derbyshire’. Furthermore, as there were no trains at Bordon he said he would drive me to Aldershot – and he turned up in a 1928 open topped Bentley! So after 20 hours and travelling 600 miles, I arrived in Oldham. It was worth the long journey as I won the Best 250 Award. After arriving back at Bordon, I was told my duties would be mainly riding motorcycles, demonstrating to officers and sergeants on riding courses how to ride them off road. The sergeants in charge were Mervyn Edwards, who I knew as he used to ride in the Cheshire Centre when he was stationed at Chester, and Bill Brooker, who on leaving the Army was Competition Manager at Greeves. During my first week, I was told that the Army was entering teams in the ISDT to be held in Germany in September 1956 and I was one of the 20 riders to attend the selection tests in the coming weeks. The tests took place over the old Sunbeam Point-to-Point scramble course. We were watched at different points of the course, and at the end of each three-mile lap, we had to carry out a test such as take a wheel out while being observed; everybody was on a 350 Matchless. After the tests, the number was whittled down to 12, and these were entered in the Welsh Three Day Trial, with riders to be selected for the British teams using this event as training for the ISDT. I was one of the 12 riders and BSA, Matchless, Ariel and Royal Enfield supplied three machines each. I was given a 350 Royal Enfield, on which I kept on time at all the checks and must have impressed as I was one of the eight to be selected to go to Germany. Once a month an Army unit in the Aldershot area would organise a trial. Each one was like a national trial, with entries including Jeff Smith, Pat Brittain, Peter Stirland and John Hartle.

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1959: The Scott Trial, unknown section; finished 10th and another Silver Spoon.

1960: Manx Two Day Trial. Finished 2nd, four marks behind the winner Sammy Miller, and won the Best 250 Award.

1961: ISDT Trial held in Wales. The motorcycle is the prototype DOT ‘Square Frame’ model with an aluminium cylinder barrel. I was still on ‘Gold’ schedule when it seized on the second day.

MEETING ERIC ADCOCK

ISDT

In August the Army selected the teams for the ISDT, and I have entered as a reserve again on a Royal Enfield along with Colin Moran. For the first five days, the route was over 200 miles, which was about 10 hours in the saddle with only a 30-minute break for lunch. The last day was only 80 miles, but then we had to complete a speed test which lasted an hour when a 350 had to average more than 50mph. I was lucky to finish the trial as all the machines supplied by Royal Enfield broke their frames, so after completing the course Ron Langston and I were the only army riders to win Gold Medals for losing no marks. Back to England and a fifth place and Best 250 in the Scott Trial, and winning the National Manville Trial rounded off the year. In 1957 I took my DOT to Borden, riding mainly in the southern parts of the country, and won a few events and a First Class Award in the Scottish. Back up north in 1958 after release from the Army, I started winning again at the national Greensmith and the Highland Two Day Trials. The ‘Scottish’ was a disaster, having to retire on the third day when the big end failed when lying sixth. Then I was asked to attend the selection tests for the ISDT by the ACU. After this, I received a letter from BSA asking if I would like to ride one of their machines in the ISDT, which was again in Garmisch, but DOT would not let me. 1958 was a busy year riding every weekend, riding in 58 trials and winning 25, including two national trials and about six scrambles as well as being in the winning team at the Sunbeam Point to Point scramble.

1963: Scott Trial at Washfold Splash; finished 9th and won a Silver Spoon. This picture is from around 1960 outside the DOT Factory, on one of Bert Foster’s 50cc DOT ‘Vivi’ road racers.

1961: Bradford Trial

1964: Scott Trial at Bridge End; finished 19th and won a Silver Spoon.

Outside the DOT factory in the early sixties enroute from work to a National Trial on the Saturday.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

MEETING ERIC ADCOCK

1966: SSDT on Callart Pass; finished 18th and won a Special First Class Award after only losing two marks on the first day. 1963: D K Mansell sidecar; the only trial with Manchester 17 Clubman Geoff Brassington in the ‘chair’. We finished 37th out of 64 starters.

In Demand

One of my best years was 1959 when I rode in 23 national trials and finished outside the top 10 only once. By the end of the year, I was fourth in the British Trials Drivers Star competition behind Sammy Miller, Gordon Jackson and Roy Peplow. After the Scottish, in which I retired when the rear wheel bearings disintegrated, I received a letter from Henry Vale, the Triumph Competition Manager, offering a Tiger Cub to try out. After about three months I returned it as I found I could ride the DOT better. Also in 1959 Hugh Viney, Competition Manager of AMC, offered me a Matchless to try. The day after the Experts I rode the Matchless in a local trial and won, but I still found the DOT easier to ride, so I returned it to AMC. Pat Lamper was now Competition Manager at DOT, and he and I decided to have a try at Speedway. We spent most Monday evenings at Belle Vue, training under the guidance of Dent Oliver, but it was not for me. 1960 was a good year in centre events, never finishing lower than sixth, but not quite as consistent in nationals although I won the Lomax. During this year DOT recruited several new team riders including David Younghusband, who later achieved fame as an England Speedway International rider, and in the South West the Body brothers Malcolm,

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Terry and Henry who achieved a lot of success. The Halifax club entered Eric Sellars, Doug Chadwick and me in the Yorkshire Centre Team Trial, and much to everybody’s surprise we beat the Bradford team of Artie Radcliffe, Bill Wilkinson and Ray Sayer. We all turned up at the Centre Dinner to receive the Trophy but the Bradford club, who had won it for many years, could not find it — it was eventually found several months later in Allan Jefferies’ shop! In 1960 I finished second to Miller again in the Manx Two Day Trial and the Mitchell Trial. I finished the year on a good note by winning the Northern Experts from Gordon Blakeway, after having finished second for the last two years. 1961 started well when I tied with Sammy Miller in the National Alan Trial but lost out on the tiebreak. In the Scottish, I was third on the Wednesday behind Gordon Jackson and Sammy Miller, but after a disastrous fourth day, I eventually finished 14th, winning another Special First Class Award. Jackson won the event losing only one mark all week on Grey Mare’s Ridge, a section only cleaned by four riders including myself. The ISDT returned to Wales in 1961 and DOT had been developing a new machine, with a square frame and alloy barrel. I kept on time on the first day and was going well until late on the second day

1967: In the Victory Trial, at last with telescopic front forks fitted.

when it seized solid due to the chrome on the bore flaking, so ending my International. In August I married my wife, Dorothy. We honeymooned on the Isle of Man, and at the end of the week I rode in the Manx Two Day Trial and won a First Class Award. At the end of the year, I finished second in the Northern Experts behind a 17-year-old Mick Andrews who recorded his first major success.

MEETING ERIC ADCOCK

1972: On a Bultaco after no DOT machinery was available, at the Inter Centre Team Trial riding for the North Western Centre.

Forever DOT

In March 1963 I won the local National Red Rose Trial, becoming the first Lancastrian to win the event. This year’s Scottish was my best ever, and on the first day, I was joint leader with Miller and Jackson, eventually finishing fourth behind Miller, Jackson and Mick Ransom. I fancied having a ride with a sidecar in trials and having obtained a DOT I got local engineer Bert Foster to make a sidecar for me. I rode in several events, but the best I could do was a second in a South Liverpool Trial. At the Victory Trial in 1964 I finished in fourth place and just missed out on the 250 cup, and it was the same again at the Bemrose Trial — just missing out on the 250 cup but still finishing third. At the Scottish, the bearing in the sprocket carrier collapsed, and I retired again! At the Scott Trial, I was fourth best on observation but lost 14 marks on time after having to change a throttle cable and riding the last few miles with a flat rear tyre. Overall it was a good year as I finished fourth again in the British Trials Championship.

Fed up with just missing out on 250cc cups we bored the barrel out to 254cc for 1965, and it paid off as I won the 350 cup at the Victory Trial. In the Scottish, after being joint third on Wednesday, I could do nothing right and on Thursday lost 35 and finished joint 14th and received another Special First Class Award. In the Nationals, I still won First Class Awards, but the Spanish invasion had started. It took a lot of persuading, but DOT eventually put telescopic front forks on, and it improved the handling, but the Villiers engine did not perform as well as the Spanish machines, so it was still an uphill struggle. In 1968 came the news that Villiers would stop supplying engines to DOT, Greeves and Cotton so eventually, after looking at various foreign engines, DOT and Cotton settled for the Italian Minarelli Engine. It was not good enough to compete with the Spanish machines though. After watching the Hill Climb at Beeston Castle in Cheshire over several years, I entered the event in 1971 with the 170 Minarelli DOT. Six riders reached the top, including myself. In the run-off, by ‘zig-zagging’ across the hill, I reached the summit and was the Cheshire Centre Hill Climb Champion. Returning the following year, I repeated my success adding the titles to my nine Cheshire Trials Championship ones. In 1974 I more or less stopped riding in trials as I had started reporting for MCN as a correspondent and stewarding at events. In 1977 I started as Permit Secretary for the North Western Centre, which I am still doing today.

1974: On a Montesa borrowed from Tom Robinson on Rooley Moor.

In 1978 DOT decided to start producing trials machines again. Using the old style frame and the new 250 DMW engine they asked me to evaluate it; but not having ridden recently, I decided to ask Maurice Brayford to help. After several changes, he rode it for a couple of years but it was still outclassed by the Spanish and Japanese machines, and the project stopped after six machines were produced. When my son started riding in trials in 1983, I got the urge to have another go on a 175 Yamaha and then a Beamish Suzuki; I found it a lot harder than I thought it would be so I put together a 250 DOT and started riding in Pre-65 events, which I did until 2000. After 50 years since I first rode in a trial, I retired, and have not ridden since. I rode in over 1,000 Trials, winning 250 of them, and about 70 scrambles. In 2011 I was presented at the ACU Headquarters with the “The ACU Medal of Honour” for services to motorcycling. The award was presented by the ACU President, The Right Reverend John Oliver. I am now President and dating officer for the DOT Club and a Director, Treasurer and Permit Officer of the NWC.

1973: Inter Centre Team Trial. The trial was run by the Rochdale & DMCC. I am on the 170cc Minarelli DOT on Rooley Moor.

1986: High Peak Vintage MCC DOT night. The engine on the left is a Bradshaw, which DOT used in the late 1920s. The other is a modified 122cc Villiers engine from the 1951 TT machine. The people from left: Ted Hardy, DOT Historian; Bill Barugh; Norman Reed, Vintage Club; Ann Davy and Pat Davy, DOT Marque Specialist; and Eric Adcock.

1995: Back on a DOT at the Pre-65 Scottish on School House.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT KIA TWINSHOCK CHAMPIONSHIP

A traditional series

The 2017 Kia Twinshock Series Championship has once again provided a wide and varied championship, covering the whole of the UK to provide a very traditional series for everyone to enjoy over its nine rounds. Since the start of this championship a few years ago it’s seen a wide variety of old machinery come out of the sheds and garages to be ridden and enjoyed. This is the true spirit of the championship. It has also got riders from the past who had disappeared from the motorcycle scene back in the seat and competing, and in some cases winning. The wide and often varied machinery has attracted much interest, from the guy who wants to ride a very traditional machine to the guy who wants to take the older machines into the modern era. With a choice of four classes on both the Expert and Clubman routes it gives the riders to enjoy a day’s sport at a level of competition that they are happy with, and judging by the smiles on their faces the formula has worked very well, attracting good strong entries at the majority of the rounds. Words: Steven Crane • Pictures: Gillian Mcaveety and Matthew Welch

Richard Allen (Honda)

Dave Wood (Bultaco)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT KIA TWINSHOCK CHAMPIONSHIP

Dean Devereux (Honda)

Olly Wareing (Fantic)

Stephen Bisby (Ossa)

Rob McElnea (Honda)

Robert Faulkner (Yamaha)

Expert Championship

With the opportunity to drop two rounds from the total of nine it’s allowed the series to develop the championship as the season has progressed, leaving a few twists and turns in the outcome. On the Expert routes the experienced Stephen Bisby on his distinctive Orange 250 Ossa ‘Gripper’ has been a consistent force to be reckoned with in the Historic Spanish class, winning two rounds and the championship. Winning the only three rounds he competed in Gary Younghusband (Bultaco) showed excellent form, with singleround wins from David Wood (Ossa) and James Moorhouse (Bultaco). In the Monoshock class it’s been quite a different story as the winners and machinery

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

David Carter (Gas Gas)

Harry Stanistreet (Ariel)

have been varied. Dan Sanders (Yamaha) took the title with two wins but second placed Rob Faulkner (Yamaha) only won one round all season despite contesting the whole series. Another rider contesting the nine rounds was Dean Devereux (Honda), who came home third despite not winning a single round. Other wins came from Steve Bird (Yamaha), who won two, and one from David Carter (Gas Gas), last year’s champion Colin Ward Snr (Yamaha), John Cowley (Honda) and youngster Chris Alford who had a run out on a Yamaha. For some reason or other the Britshock Pre-72 class was not that well supported. It still produced a winner in Nigel Scott (Triumph) who took four victories, with the others coming from Ian Peberdy (BSA), James Francis (BSA),

Phil Houghton on his ‘rasping’ Triumph Twin, Martyn Wilmore (BSA) and another ‘Big Bike Rider’ Mark Stokes on his fearsome Trifield. Very competitive due to the nature of the machinery the Twinshock class was won by four-stroke Honda mounted Richard Allen who included two victories on his way to the title. Second placed Olly Wareing (Fantic) remained at the podium on many occasions despite not taking any victories. In third position Roman Kyrnyckyj (SWM) had two wins as the elder of the two Hipwell brothers Andy steered his Honda to a single victory and fourth in the series. Sheffield based Darren Wasley contested three rounds on his 240 Fantic and won two of them, with Nic Draper taking a single win on his Yamaha alongside Wayne Jones (Fantic).

SPORT KIA TWINSHOCK CHAMPIONSHIP

2017 KIA TWINSHOCK SERIES FINAL CHAMPIONSHIP POSITIONS EXPERT

AIR COOLED MONOSHOCK 1: Dan Sanders (Yamaha) 123; 2: Robert Faulkner (Yamaha) 106; 3: Dean Devereux (Honda) 105; 4: Steve Bird (Yamaha) 81; 5: David Carter (Gas Gas) 46.

PRE-78/HISTORIC SPANISH 1: Steve Bisby (Ossa) 119; 2: Chris Barnett (Yamaha) 100; 3: David Wood (Ossa) 99; 4: Gary Younghusband (Bultaco) 60; 5: Mick Clarke (Ossa) 43.

BRITSHOCK 1: Nigel Scott (Triumph) 110; 2: Martyn Stanistreet (James) 72; 3: Ian Peberdy (BSA) 54; 4: James Francis (BSA) 20; 5: Phil Houghton (Triumph) 20.

TWINSHOCK 1: Richard Allen (Honda) 125; 2: Olly Wareing (Fantic) 103; 3: Roman Kyrnyckyj (SWM) 87; 4: Andy Hipwell (Honda) 78; 5: Matt Spink (Suzuki) 73.

Round 7: Aqueduct CC AIR COOLED MONOSHOCK 1: Steve Bird (Yamaha). PRE-78/HISTORIC SPANISH 1: Gary Younghusband (Bultaco) 29. BRITSHOCK 1: James Francis (BSA) 24. TWINSHOCK 1: Richard Allen (Honda) 17. Guy Stanley (Honda)

Round 8: Spen Valley MC

Clubman Championship

Keith Wells (BSA)

Matt Spink (Suzuki)

Riding slightly easier hazards the Clubman Championship still remains very competitive. Proving how good the 175 Yamaha from the early seventies still is Eirian Davis took three wins on his way to the Historic Championship win. Both Yamaha mounted, James Waters and Steve Fletcher finished second and third with Waters taking three wins to really push Davis for the title. Ossa mounted Gary Daykin took a round win, as did Joe Evans-Luter (Yamaha) and David Ingram on his Bultaco. ‘Rockshocks’ main man Gary Fleckney continues to develop his products in events and will be very happy to have won this Monoshock class despite not winning a single round on his Honda. This was also the case for second placed Paul Hobson (Honda). Gary Hawkins (Honda) only contested the latter part of the championship, winning a single round in the process. Fifth overall in the championship and winning two rounds was Martyn Goodall (Yamaha), which was matched by Colin Pedley (Yamaha) with two class wins. Single-round wins were taken by Paul Whittaker (Fantic) and Keith Normington (Honda). Two round wins would take Peter Edwards on his 185 BSA Bantam to the Britshock Pre-72 title followed by Jonathan Souch on a four-stroke BSA with a single victory. Other round winners included two from Jim Pickering (BSA) and single-round wins from Owen Hardisty (Triumph), Keith Wells (BSA), Darren Palmer and BSA mounted Nigel Greenwood. Once again a very competitive class, the Twinshock was dominated by Stephen ‘Butch’ Robson on his Fantic winning six of the nine rounds. The other three were won by Martin Gilbert on his little 85cc Honda, Paul Norman (SWM) and, in total contrast, Jim Williams on his 350 ‘Jumbo’ SWM. Please visit the website: www. twinshockchampionship.org.uk for more information of events, venues and classes.

AIR COOLED MONOSHOCK 1: Rob Faulkner (Yamaha) 14. PRE-78/HISTORIC SPANISH 1: James Moorhouse (Bultaco) 29. BRITSHOCK 1: Nigel Scott (Triumph) 9. TWINSHOCK 1: Darren Wasley (Fantic) 5.

Round 9: Central Wales AC AIR COOLED MONOSHOCK 1: Dan Sanders (Yamaha) 7. PRE-78/HISTORIC SPANISH 1: Gary Younghusband (Bultaco) 20. BRITSHOCK 1: Nigel Scott (Triumph) 12. TWINSHOCK 1: Darren Wasley (Fantic) 2.

2017 KIA TWIN-SHOCK SERIES CHAMPIONSHIP POSITIONS CLUBMAN

AIR COOLED MONOSHOCK 1: Gary Fleckney (Yamaha) 89; 2: Paul Hobson (Honda) 77; 3: Gary Hawkins (Honda) 71; 4: Paul Young (Gas Gas) 62; 5: Martyn Goodall (Yamaha) 58.

PRE-78/HISTORIC SPANISH 1: Eirian Davies (Yamaha) 128; 2: James Walters (Yamaha) 126; 3: Steve Fletcher (Yamaha) 87; 4: Robert Hill (Suzuki) 71; 5: Michael Fletcher (Yamaha) 63.

BRITSHOCK 1: Peter Edwards (BSA) 113; 2: Jonathan Souch (Triumph) 98; 3: Ossy Byers (BSA) 78; 4: Paul Bowels (BSA) 66; 5: Owen Hardisty (Triumph) 65.

TWINSHOCK 1: Steve Robson (Fantic) 137; 2: Olie Foulke (Majesty) 81; 3: Paul Norman (SWM) 68; 4: David Wilkinson (Honda) 66; 5: Dave Braithwaite (Suzuki) 61.

Round 7: Aqueduct CC AIR COOLED MONOSHOCK 1: Colin Pedley (Yamaha). PRE-78/HISTORIC SPANISH 1: Eirian Davies (Yamaha) 10. BRITSHOCK 1: James Francis (BSA) 24. TWINSHOCK 1: Martin Gilbert (Honda) 7.

Round 8: Spen Valley MC AIR COOLED MONOSHOCK 1: Paul Whittaker (Fantic) 9. PRE-78/HISTORIC SPANISH 1: David Ingram (Bultaco) 2. BRITSHOCK 1: Nigel Greenwood (BSA) 1. TWINSHOCK 1: Paul Norman (SWM) 4.

Round 9: Central Wales AC AIR COOLED MONOSHOCK 1: Colin Pedley (Yamaha) 12. PRE-78/HISTORIC SPANISH 1: Jim Waters (Yamaha) 21. BRITSHOCK 1: Jim Pickering (BSA) 4. TWINSHOCK 1: Stephen Robson (Fantic) 10.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT DARTMOOR TWO DAY

Far and Wide The South West Classic Trials Association’s annual Dartmoor Two-Day Classic Trial attracted the maximum allowable entry of 125 riders in early September, in a showery but warm South Devon sunshine. From the Isle of Wight to Yorkshire and Kent, to South Wales and Cornwall they came to sample the cream of Devon’s Classic weekends. The Pre-65 and Twin-Shock entrants faced two laps of 19 sections on each of the two venues over the two days, through the mainly rocky streams and rock strewn boulders in the wooded copses below the famous ‘Hound Tor’ at Widecombe-in-the-Moor on the higher reaches of Dartmoor. A few miles away under the shadow of the equally famous Ruby Rocks sections on the lower slopes of the moor lay the venue for day two at ‘Paradise’. Run as a joint venture between the South West Classic and the West of England Club this was the 30th running of the event, which was sponsored by The Twinshock Shop boss John McDonald. Article: Mike Naish

Thorne Beckley Pett (Fantic)

Bob Hill (Ariel)

Mike Fear (Triumph)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT DARTMOOR TWO DAY

Headline Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis eveliquam, quam quunt moloren derunt laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep udandenis nonsedipsae pelibustem harum que etur maximpe rfernatur restium et labo. Ebitatem atur sam lam con platem int faces dis et, escimusam santur, tet eos et vene ipiditatist est est, nonemquunt estiae est, officit excescium nulparcitis autaquis as etur, cus quaerru ptibus asim venis rerspid exped ma nostem accaborrum veliqui aces quisquas mo quatem faccate samendam, conse eos. Words: Stuart Taylor Pictures: Justyn Norek

orn into a Yorkshire farming family his own machines. John Brise was the Montesa prototype 310cc machines to help with the Rob Shepherd was used to finding importer before Jim Sandiford came along and development, and at the end of the 1974 season Chris Berry (Yamaha) Mark Lucas (BSA) Sean Donaghy (Majesty) his way around farm vehicles in the it was he who realised Shepherd’s potential he would move into sixth place in the European Saturday busy environment. When he was fourteen the and supplied him with a supported machine to Championship. When Malcolm Rathmell arrived The Wetherby rain sweeping Motor Cycle across Club the approached moor overnight his onlyjoin marginally the Montesa raised team theforlevel the Scottish Six Days at Montesa the machine would be released of father the Alan streams to ask that forrun permission eventually to use down hisinto the river TrialDart in May — not 1971, enough where to he came home in 10th for sale after further development to become alter vast area the sections. of farmland The at Pateley Star route Bridge, for Pre-65s North and twin-shocks place. At seventeen was quite he won testing the national Peak the model Cota 348. In the mid 70s Rob went and Yorkshire Thorne to run Beckley trials Pett on; this from was North in the Devon late was the and only Kickham one toTrials retainand a clean came second behind Bill through a very poor run of results and Montesa sheet. 60s andClose trialsbehind are still was run on Chris the farm Berrytoand the Ian Baker Wilkinson both on one in themark famous withAllan MickJefferies Trial, the made it clear in 1976 that his works contract Thompson present day.on Histwo. first ever trial was on a Greeves one to win in Yorkshire. He also took the runnerwould not be renewed for the next season. The Scottish Most of purchased the star entry by hiswas father. on twin-shocks He made some but eventual up spot Pre-65 to thewinner Irish man Scott Sammy Miller, the man Suzuki trial’s project was in full swing and it Dommett valiant attempts from Cornwall at the sections was out and onfinished his DOT. theScott managed to beat at the to collect time, who five marks would later take him was they who made enquires to see if Shepherd when trial black his front and blue wheel with momentarily bruises; at caught the evening a tree stump under on his section wingthree at theand Clayton he Trial. would be interested in riding the new machine. rebounded, meal on the going farm after backwards the event inhe thewas process, so sore to end theEvery first day Yorkshireman on seven marks wantslost. to win the Word soon started to circulate on the trials scene heThe could Gentlefolk not sit down route atfollowed the tablemostly to eat –easier but lines but gruelling not many Scott scores time and wereobservation in Trial and that he was on single he hadfigures. got the trials The best bug.recorded Seeing his score young on this son route Shepherd on day onewas wasnoMichael different. Clarke He really shot into who have managed so much enjoyment to lose justriding a single themark Greeves on the on twisted therockery headlines of section when atseven. the tender age of eighteen theThe farm best ledof Alan theto bigger buy amachines brand newwas Villiers posted by SWCTA he woncommittee a treasuredman Scott Bob spoon. Hill He followed from engined Cheddar Cottonon trials his 500 machine. Ariel.Rob For was this group so section this 11 success took theby most winning marks;the a long Peak Trial yet meandering excited he spent climb hour over after thehour granite practising boulders onin the the stream again,coming taking the down scalps fromofthe many of his friends high new trials moor.machine There was on sections grip on the he had granite marked but concentration and rivals was – Shepherd needed to was stickon tothe attack. 1972 the out on linethe where farm.the Hewater soon was became flowing. a Yorkshire would be the year when he was accepted as Centre At the expert end of at day the tender one it was age of allsixteen, to play for after as someaof true thecontender campers joined for trials thehonours. He would Steve Mote (Bultaco) organisers taking two novice down to awards a localinrestaurant his first couple for anofevening finish meal. the year with a fifth place at the SSDT Yorkshire Centre events. He started to enjoy trials and a tenth in the European Championship, so much he progressed to a Montesa and started but the icing on the cake would be at the super to ride in National trials to gain experience, and tough Scott Trial. Best on time and observation an 11th place in the 1970 British Experts was he took the win in style, a proper Scott win. a superb result. This attracted the attention of Norman Crooks Motorcycles. He supplied the A Works Contract young Shepherd with a new 250cc Bultaco in late This win really brought him into the November. He would spend the early part of the spotlight, and his reward was a full works S3 CHAMPIONSHIP 1971 season gaining much more experience on contract to ride directly for the Montesa factory POSITIONS AFTER 6 OF 8 ROUNDS the UK trials scene. During this learning period in Spain; this would allow him more time to he always had stiff opposition in the form of concentrate on practising. With the Montesa WORLD TRIAL CHAMPIONSHIP fellow established “Yorkies” like the Lampkin Cota in full production Shepherd was now well LADIES (ROUTE A): 1: Joanne Coles (Gas Gas) 16; 2: brothers, Malcolm Rathmell, Mick and Bill established in the team. In 1973 he would win Becky Cook (Sherco) 22; 3: Emma Bristow (Gas Gas) Wilkinson amongst others, and this helped to the prestigious Pinhard Trophy for the most 38; 4: Donna Fox (Sherco) 52. speed up his maturity on the machines and also promising under-21 rider and be a regular YOUTH A CLASS (ROUTE A): 1: Hannah Styles (Gas give him valuable experience in how to deal with top ten finisher in the majority of events he Gas) 65; 2: Danielle Whitham (Beta) 100. the opposition. At this time he still had to pay for would enter. Montesa gave him one of the new YOUTH B CLASS (ROUTE B): 1: Chloe Richardson (Sherco) 10; 2: Nikita Smith (Gas Gas) 12; 3: Kate Hunter (Sherco) 41; 4: Simone Wallis (Gas Gas) 53; 5: Hannah Richardson (Gas Gas) 63.

YOUTH C CLASS (ROUTE C): 1: Beth Waite (Beta) 13; 2: Maise Payne (Beta) 26; 3: Naimh Richardson (Beta) 30; 4: Gabby Whitham (Beta) 66; 5: Alice Minta (Gas Gas) 97.

“it laceped es cus doluptas maximincto earum explatem volor cora esseratque etur, officabore Louisealiquis Atkins (Fantic) Martin Gilbert (Fantic) eiciis repe volorep” CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

LADIES INTERMEDIATE (ROUTE B): 1: Emma Morphett

(Beta) 25; 2: Lianda Dabill (Gas Gas) 28; 3: Caz Alford (Gas Gas) 28; 4: Harriet Shore (Gas Gas) 43; 5: Vicky Ellis (Beta) Michael Clarke45. (Bultaco)

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT DARTMOOR TWO DAY

Alfred Braun (Jawa)

Bryn Matton (James)

Sunday

In the warm sun and occasional showers the riders faced a different set of sections based a few miles away at the all-natural sections named ‘Paradise’ which followed mainly in the streams falling down off the moor. Some heavier scores were seen as riders faced slightly smaller, moveable rocks, and early riders found them a little slippery. This improved during the day but it was necessary to hold the line through them in order to accomplish a clean. Riders had been sent to various parts of the course with the thought that with 19 sections laid out it would minimise any queuing. This proved to be largely correct. Some new sections had been cut out in the streams and some were very slippery through non-use. The Star riders were having battles royal and the tussle between Ian Baker on his 175 Yamaha, Chris Berry on a 220 Yamaha, and Martin Gilbert and Thorne Pett, both Fantic mounted, were resolved when both Chris and Martin dabbed liberally in the streams. Ian took two fives; one in section 10 and another on the final section 19 which became more slippery as a heavy shower came sweeping down the valley. Thorne took the honours by only losing a single five when the back wheel unexpectedly slipped off the camber on section15. He finished on six with Chris berry on nine marks lost.

There were only three riders in the two-stroke class on the Star route and Scott Dommett from Truro showed his class by finishing the weekend on just one to Kent’s Bryn Matton’s 39. The Gentlefolk classes were having their own private battles and in the Pre-Unit and Twin Cylinder class Neil Osman 410 AJS lost out by virtue of the special test to resolve the tie with SWCTA Committee man Bob Hill from Cheddar with both losing 27 marks over the two days. Martin Lillywhite on his 350 Triumph was third on 49. In the Past Master category Nick Smith had a brilliant two days on his 350 BSA losing just two marks on day one and a further six on day two to finish on eight marks for the weekend. Nick, who does a lot of very good work manufacturing parts and prepping other riders’ machines, came out tops on his own well prepared machine as he usually does, but goat farmer George Atkins on his home brewed James pushed him all the way in the same category, posting the best score of the second day with just two marks to finish on 12 for the weekend. George unfortunately collected a five on day one at Hound Tor by virtue of missing a section. Nick therefore got to put his name on the Three Counties ‘John Foot Cup’ for best South West Resident. In the two-stroke class Jim Pickering lost 17 on day one and followed it up with a five and some dabs on day two to take the class from Alfred Braun on a lovely sounding 250 Jawa from Austria who finished runner up. Keith Wells who was looking after him was three marks behind. It was apparent at the finish that complete enjoyment had been experienced by all, judging from the comments and the reluctance to let go of a thoroughly enjoyable weekend of sport!

Nick Smith (BSA)

DARTMOOR TWO DAY STAR ROUTE-A

TWIN-SHOCK: 1: Thorne Beckley Pett (Fantic) 6; 2: Chris Berry (Yamaha) 9; 3: Martin Gilbert (Fantic) 12.

PRE-65

UNIT: 1: David Plumb (Triumph) TWO-STROKE: 1: Scott Dommett

(DOT) 15; 2: Bryn Matton (James) 39; 3: Ben Streatfield (BSA) 76.

GENTLEFOLK ROUTE-B

TWIN-SHOCK: 1: Michael Clarke (Bultaco) 6; 2: Sean Donaghy (Yamaha) 11; 3: Chris Anstee (Yamaha) 15.

PRE-65

UNIT: 1: Mark Lucas (BSA) 18; 2:

Stephen Pritchett (BSA) 18; 3: Mike Fear (Triumph) 34.

TWO-STROKE: 1: Martin Mackenzie

(BSA) 22; 2: Roger Thompson (BSA) 26; 3: John Chapman (James) 37.

PRE UNIT: 1: Bob Hill (Ariel) 27; 2: Neil Osman (AJS) 27; 3: Martin Lillywhite (Triumph) 49.

PAST MASTERS: 1: Nick Smith (BSA) 8; 2: George Atkins (James) 12; 3: Tony Plumb (Triumph) 23.

PAST AND PRESENT ROUTE (50/50): 1: Jim Pickering (BSA) 27; 2: Alfred Braun (Jawa) 34; 3: Owen Clarke (Triumph) 35.

TWIN-SHOCK: 1: Andrew Cowling

(Fantic) 7: 2: Stuart Keedwell (Fantic) 9; 3: Steve Mote (Bultaco) 29.

JOHN FOOT CUP

FOR THE BEST PRE-65 SOUTH WEST RESIDENT (DEVON & SURROUNDING COUNTIES) ON THE B ROUTE: Nick Smith (BSA) 8.

BILL HARTNELL TROPHY

BEST COMBINED SCORE (EXMOOR & DARTMOOR TRIALS) OVER 50, G/F ROUTE, BRITISH BIKE (EXCL. PAST MASTERS): Mike Fear (25 Exmoor/34 Stuart Keedwell (Fantic)

Roger Thompson (BSA)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Martin Lillywhite (Triumph)

Dartmoor) 59.

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6 5 Trial Magazine, in association with motorcycle trials literature specialist Yoomee, can now bring you a selection of books dedicated to motorcycle trials.

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Please fill the form below and return to: Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX Tel: 01663 744766 or order online: www.yoomee.co.uk

1 20 Years of Twinshock Trials, Volume 1: £19.99

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The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 120 pages. With 198 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

20 YEARS OF TWINSHOCK TRIALS, VOLUME 1

20 YEARS OF TWINSHOCK TRIALS, VOLUME 2

20 YEARS OF TWINSHOCK TRIALS, VOLUME 3

SPANISH TRIAL MACHINES

LOCHABER SCOTTISH SIX DAYS TRIALS 1909-2011

PRE-65 ‘SCOTTISH’ 2017 DVD

2 20 Years of Twinshock Trials, Volume 2: £19.99 The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 124 pages. With 229 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

3 20 Years of Twinshock Trials, Volume 3: £19.99 The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 126 pages. With 224 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

4 Spanish Trials Machines: £24.99 This book covers in its 126 pages the history of Spanish trials machines between the years 1965 – 2010. Each brand is covered with a brief informative history including: Alfer – Bultaco – Clipic – Gas Gas – JJ Cobas – Mecatechno – Merlin – Montesa – Ossa – Sherco – Xispa – XPA. With 235 captioned pictures, including some colour images, enjoy a look at this history of Spanish trials machines. The book is A4 size and comes in the semi hardback format.

5 Lochaber Scottish Six Days Trial 1909-2011: £24.99 To celebrate 100 years of this famous event Yoomee produced this superb collection of over 200 images, with over half in full colour. Each image comes with its own informative text written by Deryk Wylde and John Hulme on this true test of man and machine. The book is A4 size and contains 132 pages, and comes in the semi hardback landscape format.

6 Pre-65 ‘Scottish’ 2017 DVD: £19.99 This fantastic classic trial had the weather smiling on it as riders and spectators who flocked form around the globe to enjoy the two days of competion around Kinlochleven. The film features a vast number of competitors.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23