Classic Trial Magazine Issue 24 Spring 2018 by Trials Media

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

Issue

CELEBRATION

MONTESA COTA COMPETITION

1968 SSDT MIKE RAPLEY SPRING 2018 Issue 24 • UK: £6.25

MY DIARY

PROFILE

JACK GALLOWAY MICHAEL MARTIN WHO IS?

SSDT

WHO IS?

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: Steam comes off the low sprung Greeves of Paul Swaddle — The Arbuthnot Trial Credit: AW Sports Photo

Cover Photo: Gordon Farley (Montesa) Picture Credit: The Nick Nicholls Collection at Mortons Archive © 2018 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 2017 �� 10 Shopping �� 14 Paddock 1968 �� 16 Subscribe �� 46 Poster �� 49 Parts Locator �� 90 Shop �� 96

FEATURES Classic Competition �� 18 1968 SSDT

Sidecar �� 28 SWM

Traditional �� 32 Arbutnot Trial

My Diary �� 38 Mike Rapley

Celebration �� 54 Montesa Cota

International �� 66 1978 TWC

Profile �� 72 Jack Galloway

Who Is �� 80 Michael Martin

Test �� 86 Bosis 125cc Fantic

Make a Date �� 92 French Classic Trials 2018

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

HAGON CELEBRATE 60 YEARS From its beginnings in the family shed in 1958, Hagon has grown over the years to serve a network of worldwide distributors for the shock absorber side of the business covering an impressive range of Classic, Off-Road and Modern applications whilst also offering wheel rebuild services in the UK. The racing career of Alf Hagon began with his grass-track debut in 1947, going on to win many championships over the years before turning his attentions to sprinting / drag racing. He posted the first sub 10sec ¼ mile run in 1967 and was also the first to crack 200mph in the UK on his 1260cc Supercharged Jap V-Twin the following year. To the undoubted delight of his racing rivals he retired in 1969 after being unbeaten in his last 28 meetings to concentrate on

SUBSCRIPTION ONLY

We are asked on various occasions 'where can I buy Classic Trial 24 23 Magazine?' It’s only available on subscription direct from us at our office or our website www. trialmaguk.com COSTA Yes, we do attend the two BRAVA 2017 UK off-road shows at Telford and Stoneleigh, but that’s all. Our other outlet is the CELEBRATION Magazine Man, who can MONTE SA COTA CONVERSION PETER be found at many shows PETER GAUNT BEARDMORE 1968 SSDT JACK GALLOWAY in the UK and Europe with DUCATI 350 ERIC ADCOCK MIKE RAPLEY MICHAEL MARTIN current and back issues. In Australia both Trial and Classic Trial Magazines are available from Paul Arnott who provides an excellent service at: www.thehellteam.com. What we would ask is that when you receive your subscription letters in the post direct from Classic Trial Magazine you return them as promptly as possible so we can keep your subscription up to date. You can also re-subscribe on the website. We are a small dedicated team, if you email any enquires please include your full name and Dave Cooper address details. • MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES •

• MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES •

www.trialmaguk.com

Issue

AMBASSADOR

COMPETITION

MEETING

SPECIAL

SPRING 2018 Issue 24 • UK: £6.25

WINTER 2017 Issue 23 • UK: £6.25

CONVERSION

PROFILE

MY DIARY

MEETING

WHO IS?

MY DIARY

PROFILE

AMBASSADOR

Classic Trial Magazine Issue 24.indd

SSDT

WHO IS?

26/01/2018 13:41

his growing business commitments. During his riding career Alf introduced many innovative ideas to motorcycling. There were over 1000 complete machines – frame kits, made overall, and they have been advertising ‘Are you hiding a Hagon’ for a while to find the old machines. The response was good, and at the Hagon sponsored Classic Dirt Bike Show at Telford some examples of the Hagon built machines from the different racing disciplines they have been involved with from Drag Racing, Grass track, Motocross, Sidecar cross, Sprinting and Long Track racing will be displayed. Sadly Trials seemed not to appear on the radar of Alf’s motorcycle building skills – you can ask him why not at Telford – but a regular family friend and visitor to the Hagon Shop in Leyton was Don Smith.

2018 DATES KIA NATIONAL TWIN-SHOCK SERIES February 25: Aqueduct Classics March 25: Castleside TC April 22: Scunthorpe May 20: Manchester 17 June 17: Spen Valley MCC July 22: Nene Valley MCC September 1: Torridge & DMCC September 30: Hillsborough MCC October 28: Central Wales AC

ACU NORMANDALE MASTERS CHAMPIONSHIP

February 4: Castle Colchester MCC April 21: West Cornwall MC April 22: Torridge & DMCC May 29: Lyn MC June 17: Mansfield Maun MCC October 6: West of England MC October 7: Otter Vale MCC October 21: South Birmingham MC October 28: Sheffield and Hallamshire

MAJOR UK CLASSIC TRIALS

May 4/5: Pre-65 Scottish May 26/27: Blue Bar Trophy June 9/10: Highland Classic Alvie August 25/26: Manx Classic Two Day September 8/9: Dartmoor Classic Two Day

Trial Mag 0817.pdf

14/08/2017

22:51

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

Trail

TRIALS

Telephone 4 1 4 0 4 8 4 3 3 01

parts Yamaha T Y parts Honda trials T250 parts Kawasaki K cessories c a ls ia r t ic Class rail shocks T & X M , o r u ls, End Classic Tria and kits s t e k c o r p s Chains, & TT parts Yamaha XT parts Yamaha DT anuals Workshop m

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TRIALS GURU JOHN MOFFAT

2017 Highland Two Day: With ex-Honda trials riders Rob Shepherd and Nick Jefferies.

2017 SSDT: it's 30 years in 2018 since John Shirt Jnr rode in his first Scottish.

2017 Scott: In the spotlight.

THE REFRESH

People don’t like change, it’s a fact; it unsettles them and takes them out of their comfort zone. But there are others who embrace change and compartmentalise their lives accordingly, never looking back. Some champions are like that for example. In a recent phone call with my friend Ernie Page we were talking about championships; he was Scottish Scrambles Champion in 1967 and would have been Scottish Trials Champion the same year except he concentrated on the scrambles crown. He said: “Is it so important, when all is said and done, there was probably an archery champion 500 years ago; can I name him? No I can’t, so is it so important?” I disagreed, saying one of the reasons I set up my website: Trials Guru was an attempt to keep the memories alive. After all, winning any championship is important at the time of the endeavour. So I was faced with a dilemma, as my website was set up with the help of another friend Heath Brindley as he had much more knowledge of websites than I did and was also a knowledgeable motorcycle enthusiast. That was in 2014 and

2017 Scott: Chatting with the legend that is Dougie Lampkin.

things had remained static as far as the ‘look’ was concerned, and so I thought it was time for a refresh. I went for it, hoping that it was not too revolutionary and that people would still look at it. After all there is a lot of information on there about the sport and the people that make it happen. I need not have worried because two days after the refresh the viewings actually increased; what a relief! Nothing stands still, especially in sport, so why should a website be any different? The content was the same but it probably rejuvenated Trials Guru a little, and perhaps captured a few new readers in the process. As for 2018, apart from in March it signalling four years of Trials Guru, I find myself with even more tasks on my hands. I have become the editor of three major trials’ official programmes and I am discovering more, not less, information from trials events in the past, so a slowing down of activity is not on the cards. Coupled with specifically planned outings on my BSA and Bultaco at events dotted around the UK, 2018 looks to be a busy year ahead. I wouldn’t have it any other way!

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

PRO COLLECTION 2018

distributed in the UK by

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PADDOCK 2017

GAME ON

JAPANESE BOYS

SIGN HERE

TEAM

HOT BUTT

ARENA

LIFE’S A BEACH

LET’S GO IN

PIT GIRL

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

PADDOCK 2017

MY FRIEND

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PRESS

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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 Acerbis Jet Aria Helmet sitatis sinvenihit id endelignis simus dolore quias excescid experro earum www.acerbis.it dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis Mots Step 4 Riding Kit eveliquam. www.trialendurodirect.com 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 Majesty Caroline whoYamaha looked after the logistics. She has Control Cables attended every SSDT since a very early age. With www.yamaha-majesty.com the change of direction in the Montesa/Honda trials importership she will not have the famous 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 a novelty, after having been confined to Jitsie be Domino HT2 the Parc Ferme dayHelmets in day out running our service Fibre-Glass 7 - XXL forColour such Ways a longXS time. I can’t NOT do the drive up www.jitsie.com 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 certainly a VERY hard act to follow.

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 a real team effort. Exactly what this sport is all about. As for Amos in 2002, well what can I say... 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 service in Scotland?” and it’s a question we cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way S3for Racing Team Riding Kit MAKE AND MODEL NUMBER Montesa, but across the board it increased www.s3parts.com the SPECIFICATIONS base costs of the bikes and therefore the retail. The www.trialendurodirect.com 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 Clutch 12 plate Cycle rock... cut us in half and that’s what is says... Coupled 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 sport. That’s what Trials is about – always has been Rear Suspension Ohlin’s Shock-Absorber and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 Friendships … simple. piston callipers. Dimensions Seat height: 665 mm; Footrest height: 330 mm Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. Rock Oil ‘Dirt Price £5,995 TYTrials Sump Guard. PriceTLR250/200 includes VAT. Price correct at time of print. Blaster’ Cleaner Honda & Reflex Models www.rockoil.comCONTACT www.tytrials.com

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

SHOPPING TRIALS

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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 Apico Titanium scram… Foot-Rests we generally let them. This sport is so Sandiford go hand in hand. The Sandiford www.apico.co.uk 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 Majesty Yamaha To win with James in 2007 was unbelievable… Stood way to enviable success with sales of machines, Aluminum Air-Box at the bottom of the hill with all my and James’s and competition success including SSDT and www.yamaha-majesty.com 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 of direction in the Montesa/Honda Personally for me that year I needed that, he knew trials importership she will not have the famous and didn’t disappoint. It was utterly fantastic Montesa hospitality in the Parc Ferme, leading her InMotion that Montesa InMotion Fantic Chain-Guard and a real team effort. Exactly what this sport is all to have her first holiday in May! www.inmotiontrials.com Cota 315 Mudguard “I really don’t know what I’m going to do with about. As for Amos in 2002, well what can I say... www.inmotiontrials.com myself that first week in May… It’s going to be very Amos and this family have a friendship going back strange. My brother is sad but relieved... he really YEARS (Back to Cyclo Trials Days) and his win was 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 FermeTYTrials day in day outYamaha running ourTY250R service service in Scotland?” and it’s a question we cannot for such a longTank time. I can’t NOT do the drive up politically answer. The switch to four-stroke (and Cover www.tytrials.com through Glencoe, wave at the tree growing out of being the leaders) should have paved the way for MAKE AND MODEL NUMBER the rock (long story… but as kids Dad used to wake Montesa, but across the board it increased the SPECIFICATIONS us up to look at the same! – Ask Hemmo’s and any base costs of the bikes and therefore the retail. The Motor Single cylinder 2-T water Lampkin, they used to get woken up to look at it economy took a downturn and the buying public cooled – 272cc (76 x 60) as well!) But yes, to watch some sections would be could no longer justify such a high end cost (despite Carburettor 26mm Ø Dell’Orto flat slide nice. Although I am sure I will feel like a spare part. the brand’s unrivalled reliability). Two-strokes made (These will be fitted to the No working out of delay times (Wow)... I can do a resurgence… sales of four-strokes diminished. production machine) them in my head I’ve been doing those for so long, With over 40 years of experience and Montesa Gear-Box 5 speed but I’m sure someone will chuck their delay card contacts all over the world we are a stick of Montesa Clutch 12 plate Cycle at me with the words “Caz – how long have I got?” rock... cut us in half and that’s what is says... Coupled Parts Frame 6063 specification Don’t get me wrong, the 14 hours (sometimes) on with unsurpassable knowledge and experience of the aluminium CNC machined that car park is extremely hard work; the loading brand it’s been a sad demise… But looking forward, Front Suspension Ø 40 mm Marzocchi of all the spares, the setting out of the same, the we as a family still have a commitment to the aluminium Betor Bultaco preparation and logistics of the “hire” bikes, looking sport. That’s what Trials is about – always has beenRear RShocks ear Suspension Ohlin’s Shock-Absorber www.inmotiontrials.com after riders… it’s always classed in our family as and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 THE WORST WEEK of the year… but it still holds Friendships … simple. piston callipers. that special place in our hearts. Our hospitality Dimensions Seat height: 665 mm; Footrest was branded “second to none” – other “contracted” height: 330 mm

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Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. DVD 2017 Pre-65 Price £5,995 Price includes VAT. Price correct at time of print. SSDT Review www.trialmaguk.co.uk CONTACT

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More at www.shoptrialmag.com

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

PADDOCK 1968

DOWN BOY

WHAT’S NEW

HANG ON

WARMING HANDS

AND STRETCH

NO SMOKING

CALM DOWN

PITSTOP

SHOWER CAP

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

PADDOCK 1968

FIGHTING

PISTON BROKE

CATTLE MARKET

CHOPPER

SPECIAL

RACE

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

LET’S GO

FOLLOW MY LEADER

CLASSIC COMPETITION 1968 SSDT

Pure Miller Magic Even some fifty years on in 2018, if you mention the name Samuel Hamilton Miller in motorcycle circles a story will always come from the reply. Across all motorcycle disciplines, he has had some connection, but it was first in road racing where his sheer gritty determination to be the best was always evident in the Irishman's attitude to winning. The precision and attention to the preparation were applied to his machinery moved across from the four-stroke Ariel in late 1964 to the new two-stroke Bultaco Sherpa in 1965. Success was achieved immediately, and in many ways not much changed as he won the 'Scottish' and the British Trials championship. The once mighty manufacturing industry was in decline, and Miller knew it, hence the move to the Spanish Bultaco. As is well documented, his vision of the future of the trials motorcycle development fell on deaf ears in Great Britain, whereas in Spain it was received with a warm embracing welcome. The Lampkin brothers, Arthur and Alan, had put up a brave fight for the once proud BSA name as Arthur won the 1965 Scott and Alan the 1966 'Scottish' and Scott. By 1967 Miller was like a machine and took all the major honours in a truly magnificent season for himself and Bultaco. At the 1968 'Scottish' it was a case of 'Pure Miller Magic' as not only did he win the event but he set a new benchmark of five wins in the tough Highland event, overtaking both Hugh Viney and Gordon Jackson with four victories each. The first ever manufacturers' win for a foreign brand, with the Bultaco team consisting of Miller, Arthur Dovey and Jim Sandiford, was the icing on the cake. The Spanish had arrived. Gordon Farley (250 Greeves): Heading Miller on the Tuesday and taking the ‘Best up to 250cc’ Cup was the highlight of the week.

Words: Yoomee, Motor Cycle/Mortons Archive, John Moffat and Trials Guru Pictures: Brian Holder, The Nick Nicholls Collection at Mortons Archive

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

CLASSIC COMPETITION 1968 SSDT

Rob Edwards (250 Cotton) – German Camp: Finishing on the same marks as Lampkin the 4th position place was decided on the tiebreaker. This was decided on ‘Star’ hills, nominated at the start of the six days. Mick Andrews (250 Ossa) – Laggan Locks: With the ongoing development of the Spanish machine Andrews proved its reliability as he and Farley were locked in the battle for the runner-up position all week. Martin Lampkin (250 BSA): The youngest of the three Lampkin brothers lost a secure 4th position with the five marks that went on the final day on Pipeline. He was the highest placed fourstroke machine out of the three in the Special First Class awards; the two-strokes had arrived.

Don Smith (250 Montesa) – Laggan Locks: The early Montesas had gear selection problems, as Smith found out on the final day as his machine jumped out of gear dumping him from 4th to 6th position. Sat watching is Ralph Venables with, on the right of the picture, early retirement Dave Thorpe and in the cap Max King.

Malcolm Rathmell (250 Greeves) – Loch Eild Path: This picture typifies the Scottish Six Days Trial. Kinlochleven is a village located in Lochaber in the Scottish Highlands and lies at the eastern end of Loch Leven. To the north is the Mamore ridge and to the south lie the mountains flanking Glen Coe.

t was a case of wet, wet, wet at the Gorgie Cattle Market for the Edinburgh and District Motor Club's traditional 'Weigh-in' day on the Sunday, prior to the event's start of the six days of action on Monday. Despite the weather conditions, there was much to see and do, especially for the four new Montesa Cota machines. These were assembled in the nearby Clarendon Hotel by the riders Christian Rayer, Pedro Pi and Charlie Harris. Don Smith had prepared his machine, where the management had been very accommodating, to say the least. Last year's winner Sammy Miller was in a very

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

relaxed mood as he made sure his fellow team riders Arthur Dovey and Jim Sandiford were happy with the Bultacos they would ride. Mick Andrews, accompanied by his father Tom, was very happy with his new Ossa as Spanish machines continued with the shift of power from the once-dominant English companies. BSA and Triumph had no official support at the event and last year's runner-up on the BSA 'Thing' Bantam, Dave Rowlands, had made a late move to Ossa for the event. Greeves were in attendance to support their two works teams. Concentrating a little more on scrambling, the

1966 winner Alan Lampkin and his elder brother Arthur, a previous winner in 1963, were both missing having decided not to enter. Looking very professional were the three Suzuki GB riders Peter Gaunt, Ray Sayer and Blackie Holden Snr on the converted road models which were coloured in bronze, red and silver. The Scottish Edgar brothers Derek and Norman both presented two very workman-like Puch 125 machines which gathered much interest. The smallest capacity machine in the event though was the 62cc Heldun ridden by Scotsman Don Buchan.

CLASSIC COMPETITION 1968 SSDT

Mick Wilkinson (250 Greeves) – Devil’s Staircase: Well wrapped up against the elements ‘Wilk’ is a study in concentration. Brother Bill was a non-starter due to family commitments.

Arthur Dovey (250 Bultaco) – Loch Eild Path: This was a good ride as he, along with Sammy Miller and Jim Sandiford, took the coveted Blackford Challenge Trophy for Bultaco.

Day One Mileage: 159; Sections: 22

Dave Rowlands (250 Ossa) – Loch Eild Path: Could Dave have won the trial on the BSA Bantam after finishing runner-up in 1967? You bet he would have tried! With no BSA support he moved to Ossa, watched here by Tom Andrews on the left, and on the right Scottish Road Racer Charlie Dobson who was competing in the event. Mick Bowers (175 BSA) – Tyndrum: Keeping the once proud flag of Great Britain flying on the BSA Bantam, ‘Bonkey’ would win the ‘Best up to 200cc’ Cup.

This six-day event is unique in the fact that no matter what you predict it will always throw out a few surprises, and 1968 was no different as 214 riders started in Edinburgh. The previous year's winner Sammy Miller arrived in Fort William, the main hub of the event, having parted with no marks, and for the first time in the trials history two of the four on clean sheets were foreign riders Hans Bengtsson from Sweden and Christian Rayer from France, joined by 'Brummie' Denis Jones. The first 18 riders were all covered by a single mark, but for 14 riders it was game over as they retired. Miller was pleased with his clean ride but knew the opposition were waiting for him to make a mistake. The first day had been noticeably easy, but Tuesday would change this trend, as we will see. Monday: 1: Sammy Miller (Bultaco) 0; 2: Dennis Jones (Sprite) 0; 3: Hans Bengtsson (Bultaco-SWE) 0; 4: Christian Rayer (Montesa-FRA) 0; 5: Mick Andrews (Ossa) 1; 6: Alan Morewood (BSA) 1; 7: Martin Lampkin (BSA) 1; 8: Gordon Farley (Greeves) 1; 9: Jim Sandiford (Bultaco) 1; 10: Reg May (Greeves) 1; 11: Mick Wilkinson (Greeves) 1; 12: John Ashcroft (Greeves) 1; 13: Jackie Williamson (Bultaco) 1; 14: Jon Tye (Bultaco) 1; 15: Ali McDonald (Ariel) 1; 16: Pat Pakenham-Walsh (Bultaco) 1; 17: Maurice Newsham (Bultaco) 1; 18: Charlie Harris (Montesa) 1. Peter Gaunt (130 Suzuki) – Loch Eild Path: Standing proud on a machine of his own construction, he won the ‘Best up to 150cc’ Cup.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

CLASSIC COMPETITION 1968 SSDT

John Ashcroft (250 Greeves): Riding the Westbury Motorcycles machine with additional support from Greeves, he was a member of the manufacturer’s B Team.

Christian Rayer (250 MontesaFRA) – Grey Mare’s Ridge: The French rider made a massive impact on his first ‘Scottish’ taking the ‘Best Newcomer’ and ‘Best Foreign Rider’ awards for Montesa. He was also, along with Hans Bengtsson, one of the first foreign riders to lead the event as four riders tied on parting with no marks on the Monday.

Jim Sandiford (250 Bultaco) – Mamore: The 3rd member of the winning Bultaco team, having moved from Greeves. Chris Watts (250 Bultaco) – Loch Eild Path: He was a member of the CSMA A Team.

Day Two Mileage: 67; Sections: 37

Having won the opening round of the British Trials Championship in April, Gordon Farley was the man on form on the second day of the event. He threw a spanner in the works of the newly crowned European Champion Miller, whom he led by two marks. The notorious Blackwater moorland crossing was in a tough, unforgiving mood with its relentless punishment and it took a total of 59 riders out of the event who retired. Taking the climb up Grey Mare's Ridge and zig-zag path at Lieter Bo Fionn proved to be the end to all the clean sheets as Farley used all he knew to part with nine to move in front of Miller, who parted with 12 in total. With a running time of seven hours, there were some very tired bodies and broken machinery as the day closed! Tuesday: 1: Gordon Farley (Greeves) 10; 2: Sammy Miller (Bultaco) 12; 3: Mick Andrews (Ossa) 13; 4: Rob Edwards (Cotton) 18; 5: Don Smith (Montesa) 22.

John Lee (250 Bultaco) – Tyndrum: A true sporting dealer, John not only sold the machines he also rode them. The family business still trades, having been around for over 50 years, with his sons Jack and Chas now at the helm.

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Lawrence Telling (250 Greeves) – Leiter Bo Fionn: Another rider supported by Westbury Motorcycles. Along with John Ashcroft and Mick Wilkinson he was a member of the official Greeves motorcycle B Team.

CLASSIC COMPETITION 1968 SSDT

Malcolm Barnes (250 Ossa) – German Camp: The new Ossa machines were now starting to prove popular and sales would soon gather momentum, as with Montesa and Bultaco. Ray Sayer (130 Suzuki) – Meall Glas: With the Triumph days over Ray stayed with smaller capacity trials machines.

Day Three Mileage: 176; Sections: 33

Very much a man on a mission, Miller put the hammer down with an excellent single mark effort for the day as he parted with just a solitary dab on the opening hazard of the day at Laggan Locks. Before the lunch check, Farley was in trouble as he had already had a mark like Miller's at Laggan Locks and then had to foot his way out of Lockend to keep the Greeves going forward. The man on form though was the youngest of the three Lampkin brothers, Martin. After a much-spirted attempt at Laggan riding over the largest of the rolling rocks, which was spoilt by a three at the very top of the hazard, he parted with just one more mark to move up from 14th position to 5th keeping the BSA flag flying. At this halfway point it was the Greeves 'A' team consisting of Farley, Derek Adsett and Malcolm Rathmell who still held the lead over Bultaco with the scores: Greeves 120 and Bultaco 152. Wednesday: 1: Sammy Miller (Bultaco) 13; 2: Gordon Farley (Greeves) 18; 3: Mick Andrews (Ossa) 24; 4: Don Smith (Montesa) 32; 5: Martin Lampkin (BSA) 35.

Pentti Luhtasuo (250 Bultaco–FIN) – Mamore: All the way from Finland Pentti won the 2nd Best Newcomer Award.

Blackie Holden Snr (130 Suzuki): Along with Peter Gaunt and Ray Sayer they would be officially entered in the event as the Suzuki Great Britain team.

Kenny Fleming (250 Bultaco) – Loch Eild Path: Kenny was twice a Scottish Trials Champion.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

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CLASSIC COMPETITION 1968 SSDT

Terry Hill (252 Bultaco): We wonder why the Bultaco carries his BSA registration number? John Hemingway (250 Sprite) – Laggan Locks: Flying the flag for British motorcycle manufacturers, ‘Hemmo’ was the highest placed Sprite rider.

Day Four Mileage: 131; Sections: 19

The run around the Moidart Peninsula is still used in the present-day event and Miller as on the previous day parted with just a single wellplaced mark at Ravine on its very tight corner. Mick Andrews parted with a three as Farley stopped for an unwanted five, keeping the fight between these two for the runner-up position very much alive. The man on form though was Mick Bowers on the little two-stroke BSA Bantam who parted with a one on the tight turn at Ravine, adding just another one for the day on the aptly named Devil's Staircase to lift him up the leader board. Also, BSA mounted, but on the four-stroke, Martin Lampkin only lost three all day to keep him in a strong 5th position behind Don Smith, who was the highest placed Montesa. Scott Ellis on one of a very few Triumphs in the event, entered by Comerfords, was forced to retire with machine problems. Thursday: 1: Sammy Miller (Bultaco) 14; 2: Gordon Farley (Greeves) 27; 3: Mick Andrews (Ossa) 31; 4: Don Smith (Montesa) 37; 5: Martin Lampkin (BSA) 38.

Charlie Harris (250 Montesa) – Devil’s Staircase: Check out this head wear as Charlie guides the works Montesa towards the ends cards. By this time the tall trees around the hazards had been cut down.

Arthur Headland (250 Wasp) – Tyndrum: Many concerns were raised about the quality of the steel tubing on the new Bultaco machines. Wasp was founded in 1964 by engineer and off-road motorcyclist Robin 'Robbie' Rhind-Tutt, who fabricated the frame for this Bultaco powered Wasp from much superior steel tubing from Great Britain.

Derek Cranfield (250 Greeves) – Meall Glas: Always immaculate, his machines were always very well turned out.

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CLASSIC COMPETITION 1968 SSDT

Martin Winwood (250 BSA) – Devil’s Staircase: Very forward thinking, the Winwood brothers Martin and Ross gave the trials world a vision of the future with their two and four-stroke BSA powered aluminium framed trials machines.

Day Five Mileage: 77; Sections: 33

Much of the day's action would be played out high above Kinlochleven on such iconic Scottish hazards as Loch Eild Path and Caolasnacoan before the day's route took them over to Altnafeadh and then back to Fort William via Mamore and Caillich. With Miller holding a healthy lead it was the battle for second between Farley and Andrews which was the one to watch. At Caolasnacoan Miller and Farley kept their feet on the footrests as Andrews parted with a one and Smith a three as he dropped away for a top three position. Lampkin was not having the best of days having lost a total of 11 at Loch Eild Path. Farley was incredible on the steep path at Caillich posting the only clean. Andrews parted with a three here, as he and Farley finished the day equal on five each. Friday: 1: Sammy Miller (Bultaco) 17; 3: Gordon Farley (Greeves) 32; 3: Mick Andrews (Ossa) 36; 4: Don Smith (Montesa) 49; 5: Martin Lampkin (BSA) 55.

Norman Edgar (125 Puch) – Meall Glas: A very competitive rider along with his brother Derek, Norman would later become the clerk of the course for the SSDT.

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Hans Bertil Bengtsson (250 Bultaco-SWE) – Laggan Locks: Another foreign rider who caused an upset, as he also covered the first day parting with no marks.

Sam Cooper (250 Cotton) – Loch Eild Burn: One of two brothers from the Midlands, he took the last of the Special First Class awards.

CLASSIC COMPETITION 1968 SSDT

Ali McDonald (Ariel) – Meall Glas: Times had changed and the once mighty four-stroke British singles that ruled the roost were now deemed big and heavy. Ali took the ‘Best over 350cc’ Cup on his Ariel. Four years earlier Sammy Miller had won the event for Ariel in 1964.

Don Buchan (Heldun) – Loch Eild Path: A motorcycle dealer from Perth in Scotland, Donald finished last-but-one of the official finishers. This was a fair achievement on the 60cc Heldun!

1968 SCOTTISH DAYS TRIAL

SPECIAL FIRST CLASS AWARDS: 1: Sammy Miller (252 Bultaco) 17; 2:

Pedro Pi (Montesa-ESP): Riding the last of the four new Montesa machines entered, Pedro would go on to win the Spanish National Championship the same year as finishing the SSDT just outside of the Special First Class awards.

Day Six Mileage: 143; Sections: 17

The ultimate professional, Sammy Miller spent his time allowance in the morning before the long run back to Edinburgh checking over his Bultaco; he knew the win was all but in the bag but he left nothing to chance. Looking very relaxed he was the only rider to part with no marks on the final day. The question was who would be second. Farley used his slender advantage to his benefit and despite a bout of severe nerves managed to keep the Derbyshire Andrews at bay. Fourth place for Rob Edwards was just reward for the Cotton rider as he edged out the young Martin Lampkin on the tie decider. The hard-luck story of the day must go to the only Saturday retirement Brian Hutchinson, as he was forced out with gearbox problems. Only 120 riders from the original starters finished the event, which was a pretty high retirement rate, to say the least. What was very evident was the fact that the Great British machines of the past were well out of the equation as the Spanish Armada had finally arrived; would we ever see another British manufactured motorcycle win this ultimate test of man and machine? Saturday: Winner 1: Sammy Miller (Bultaco) 17; 2: Gordon Farley (Greeves) 37; 3: Mick Andrews (Ossa) 39; 4: Rob Edwards (Cotton) 60; 5: Martin Lampkin (BSA) 60. Classic Trial Magazine would like to acknowledge the help and support with the generation of this article from the Mortons Archive and John Moffat (Trials Guru).

Gordon Farley (250 Greeves) 37; 3: Mick Andrews (250 Ossa) 39; 4: Rob Edwards (250 Cotton) 60; 5: Martin Lampkin (250 BSA) 60; 6: Don Smith (250 Montesa) 62; 7: Malcolm Rathmell (250 Greeves) 78; 8: Mick Wilkinson (250 Greeves) 80; 9: Arthur Dovey (250 Bultaco) 84; 10: Mick Bowers (175 BSA) 87; 11: Dave Rowlands (250 Ossa) 92; 12: Derek Adsett (250 Greeves) 94; 13: Ian Haydon (250 Cotton) 94; 14: Peter Gaunt (130 Suzuki) 97; 15: Jim Sandiford (250 Bultaco) 98; 16: John Ashcroft (250 Greeves) 102; 17: Christian Rayer (250 Montesa-FRA) 103; 18: Chris Watts (250 Bultaco) 105; 19: R Brown (250 Bultaco) 105; 20: John Lee (250 Bultaco) 110; 21: Lawrence Telling (250 Greeves) 114; 22: Ray Sayer (130 Suzuki) 117; 23: Malcolm Barnes (250 Ossa) 124; 24: Blackie Holden Snr (130 Suzuki) 127; 25: Reg May (250 Greeves) 127; 26: John Hayton (250 Greeves) 127; 27: Pentti Luhtasuo (250 Bultaco –FIN) 128; 28: Kenny Fleming (250 Bultaco) 129; 29: Alan Morewood (250 BSA) 133; 30: Terry Savage (200 Triumph) 134; 31: Maurice Newsham (250 Bultaco) 135; 32: Ken Sedgley (250 Bultaco) 136; 33: Ted Breffitt (250 Ossa) 137; 34: John Hemingway (250 Sprite) 139; 35: Terry Hill (252 Bultaco) 140; 36: Arthur Headland (250 Wasp) 140; 37: Charlie Harris (250 Montesa) 141; 38: Derek Cranfield (250 Greeves) 148; 39: Martin Winwood (250 BSA) 148; 40: Alexander Cameron (250 Greeves) 149; 41: Ernie Page (250 Bultaco) 151; 42: Hans Bengtsson (250 BultacoSWE) 154; 43: Sam Cooper (250 Cotton) 155.

MACHINE STATISTICS

SPECIAL FIRST CLASS AWARDS: Bultaco: 13; Greeves: 10;

BSA: 4; Ossa: 4; Cotton: 3; Suzuki: 3; Montesa: 3; Sprite: 1; Triumph: 1; Wasp: 1.

BEST 150CC: Peter Gaunt (Suzuki) BEST 200CC: Mick Bowers (BSA) BEST 250CC: Gordon Farley (Greeves) BEST 350CC: Sammy Miller (Bultaco) BEST OVER 350CC: Ali McDonald (Ariel) BEST NEWCOMER: Christian Rayer (Montesa-FRA) SECOND BEST NEWCOMER: Pentti Luhtasuo (250 Bultaco –FIN) BEST LADY RIDER: Not Awarded BEST FOREIGN RIDER: Christian Rayer (Montesa-FRA) BEST SCOTTISH RIDER: Kenny Fleming (250 Bultaco) MANUFACTURERS’ TROPHY: Bultaco – Sammy Miller/Arthur Dovey/ Jim Sandiford

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

SIDECAR SWM

I do not know why but the machine still looks very modern, maybe it’s the yellow colour scheme?

A special combination It’s always interesting, the things I come across on my world travels, and the trip to the Italian world round at Metzler Offroad Park at Arco di Trento once again threw up a gem of a find. I am a massive SWM fan, and while at the world round in late September I spotted amongst the crowd my old friend Pietro Kuciukian, who I first met in 1978. He had been the Sports Manager at the Corse SWM Trial Team and was very instrumental in the success of the brand. The Clerk of the Course was Danilo Galeazzi, the Multi Italian Trials Champion on SWM. On-site at the Metzler Offroad Park is a small trials ship-comemuseum, and inside I discovered this SWM trial sidecar. I had seen it in pictures before, but here it was in the flesh. Article: Trials Media • Pictures: Trials Media, Archive Kuciukian, Mauri/Fontsere Collection, and the Giulio Mauri Copyright

had seen pictures of it before in trials related books and more recently in the superb book titled: Trial Made in Italy 1975-1985, by my good friend Valenti Fontsere and the late Giulio Mauri. I wanted to find out more, and on my return, I contacted ‘The’ SWM specialist Martin Matthews to find out more. He was very helpful, and forthcoming with information.

The rear of the machine looks very conventional apart from the passenger ‘grab’ rail on the rear frame loop.

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SIDECAR SWM

The sidecar is seen in action on the famous Monza banking in this picture of Pietro Kuciukian driving with his passenger Umberto Trentini who can be seen in the sidecar. It was taken as a publicity picture when they had won the 1982 Italian Sidecar Championship. By chance I asked 2017 Ladies TrialGP rider from Italy Sara Trentini if Umberto was related, and it turned out it was her father!

An Indoor Start

It appears that this SWM started life as one of only a handful of indoor dedicated machines, built by the Italians for the more specialised style of riding required to conquer the man-made arena hazards. You must remember that when the American Bernie Schreiber came across from America on a Bultaco in the latter part of the seventies, he also displayed a new style of riding including the ‘Pivot’ turns. When he moved to SWM, they watched how he performed on the machine and then listened to his ideas on what he wanted. They were based on the 280cc Rotax Rotary Valve Disc induction power plant with, as you can see, a much slimmer appearance. To make this ‘Slim-Line’ model more suited to sidecar use the fuel tank has been moved to the rear of the machine. On the indoor solo machines, they featured a very small, compact fuel tank with a very low capacity.

The single cylinder air-cooled rotary disc valve induction Rotax engines were bullet proof.

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In My Dreams

When the machines were made redundant, Pietro Kuciukian had one attached to a sidecar. I never in my wildest dreams thought I would ever see one of these machines in the flesh, but it’s so good to see that it has survived in such good order. Sidecar trials machines have in the past — and will in the future — always contribute to the development of the trials motorcycle. What’s interesting is that some thirty-odd years on in 2017 that the new TRS has just won the British Sidecar Trials Championship, and yes it’s another yellow machine. No doubt when I return to this venue for the 2018 Italian world round I will find some other rare trials motorcycles; yes the Italians are as passionate about trials now just as they always have been in the past.

The fuel tank is located at the rear of the machine. Note the passenger footrest.

TRADITIONAL ARBUTHNOT TRIAL

A very English day

Waiting for scrutineering are Kev Alexander’s 1937 350cc Panther, Paul Farley’s 1948 410cc AJS and Simon Hodder’s 1950 BSA.

n the regulations riders are instructed:- 'The Arbuthnot is not supposed to be a Sunday afternoon stroll, but a hard day's ride which will leave competitors tired but satisfied that they have achieved a tough goal'.

The Machinery

Tim James’ 1956 Dot gets the once-over at scrutineering.

Rigid machinery is given priority of entry, and this year 90 solo and sidecar entrants took on the enjoyment and challenge of the event. Machinery ranged from the 1929 250cc Ariel Colt of Paul 'Weasel' Bahmain to the 1966 solo 650cc Triumph Metisse of former sidecar ace Dick Ramplee, with every British manufacturer represented including rare Sunbeam, Excelsior, Ariel, Panther, Dot and Cotton machines. Machines are divided into ten different classes, including separate classes for machines with Girder forks and those with tele forks, Pre-65 preunit four-stroke, Pre-65 two-stroke sprung frame machines, Pre-75 twostroke and Pre 75 two-stroke sprung, and also sidecars. All machines have to be British, and they are scrutineered prior to the event for authenticity. Machinery is pretty standard with little of the 'trick' machinery found in some classic events.

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TRADITIONAL ARBUTHNOT TRIAL

The Arbuthnot Trial: 'A trial from between the wars run today'. What is it? The Arbuthnot Trial was first held after the First World War as a reliability trial for man and machine. Today it is billed as 'a trial from between the wars, run likes those in the 1920s', and this heritage is jealously protected by Salisbury Motorcycle and Light Car Club. Riders are faced with a single lap of up to 80 miles of riding on tracks and ancient roads through the countryside to the south of the Wiltshire City of Salisbury. The event was named after a local motorcycle hero Admiral Sir Robert Arbuthnot, a TT rider from the early 1900s who finished third in the TT on a Triumph in 1908. The traditional format includes ten sections spread throughout the 80 miles, checkpoints en route which incur penalties if you miss them to stop course cutting, a regulatory lunch stop at the Golf Club and a special timed stage to split the class winners in the event of a tie. Riders compete as individuals and in addition, can enter for the team competition of three riders who submit a combined score at the end of the trial. Riders are expected to wear clothing in keeping with the time; Barbour and Belstaff are 'aplenty' along with a few 'pudding basins'. Report: Andy Withers â&#x20AC;˘ Pictures: Awsportsphoto

The Course

Scrutineering is carried out in the pub car park at The Barford Inn at Barford St Martin, south of Salisbury, with bacon sandwiches and coffee on tap. Leaving the village, the 80 miles takes in a loop through Stratford Tony across Cranborne Chase, following much of the Drover's Road down to Shaftesbury. Sections near Zigzag Hill and Cor Common are followed by Whitesheet Hill and back over Compton Downs back to the Barford Inn. Sections are held in six different locations, with two or three routes on each section: a 'competition' route for the more experienced riders using competition machinery and a 'colonial' route for less skilled riders or those on less modified machinery. Sidecars either have their own route or tackle the colonial route on some sections.

The 2017 event

Mike Dollittle, a veteran of 20-plus Arbuthnots, was first away on his immaculate 1964 500cc Triumph T50 from his home village followed at minute intervals by other riders heading for the hills. Competitors were faced with deep, rutted tracks with puddles of unknown depth and not all made it beyond the first few miles, including Jim Chadwick's 1951 BSA B34 and Fred Clutterbuck's 1949 350cc AJS which suffered an early puncture that couldn't be repaired. At the spectacular Stratford Tony Ford, the experienced competitors like Dolittle took a sweeping line through the water at a confident pace. Less experienced riders, or those who wanted an extra thrill, took the shortest and deepest

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 24

First to the Stratford Tony Ford, Arbuthnot veteran Mike Dolittle takes the shallow route for a successful crossing.

Richard Fell on his 500cc Triumph takes the deep route at speed; spectacular!

TRADITIONAL ARBUTHNOT TRIAL

John Anstey negotiates the tricky bottom turn at Misselfore.

Ian George guns his Matchless successfully to the top of Misselfore.

Richard Fell’s Triumph splutters to a halt on the far bank of the ford.

route across. Even the deepest route caused a little problem at a steady pace — Paul Swaddle on his 1963 250cc Greeves Scottish was quite low in the water on the deep route, but apart from the steam coming off the engine he was unscathed. Only Richard Fell on his 1959 500cc Triumph 3TA hit the ford at speed with water 'swallow tailing' off the front wheel, and he came to a steaming halt, luckily once on the far bank. A few kicks and the Triumph burst into life and took off up the next muddy track. Several riders stopped across the ford for members of their families to fill up the small tanks to take them to the next fill-up point.

Fantastic Terrian

The sections are very natural, making good use of the fantastic terrain of the Wiltshire countryside. One real test after the wet weather was 'Misselfore' for the competition riders: a short climb, a balance along a narrow ledge, a sharp turn into a deep rut and then a climb up a steep chalk hill. The

The oldest machine; feet down but ‘Weasel’ Balmain on the 1929 Ariel Colt made it to the top!

85 year old George Greenland and daughter Karen fighting for grip on the Goldstar.

Class H winner Bob Onley cleans Misselfore on the 1946 Velocette.

short climb provided little challenge, but halfway along a ledge, it stepped down, causing some front wheels to slip away. Rod Baraona on his 1958 350cc Matchless lost the front wheel completely, causing him to go down the slope into the very bottom of the trough area; the 'Matchy' got stuck firmly in the mud standing upright on its own, much to Rod's consternation! Even the real classic experts found it difficult to clean the section. John Cull on his rigid 350cc AJS dropped his first mark in four years of competing at the Arbuthnot, when on the turn into the rut he had to take a dab to steady himself but managed to climb the hill to the end of the section. He was closely followed by Steve Allen, a British Classic Trials Champion, riding a 350cc Matchless in place of his usual Royal Enfield. After studying the section and the performance of other riders for what seemed 'an age', he gave a masterclass — until the turn, when he too had to take a 'dab', streaking up the hill loudly cursing losing the mark. John Anstey on his 175cc Bantam matched Allen's performance, apart from the cursing, taking a deliberate dab on the turn and moving his body weight superbly to gain enough traction to pull up the climb to the end of the section. This proved a small-engined machine could be just as effective in the conditions with the right rider aboard. Mike Barton on his 1953 410cc AJS was the only competition rider to clean the section, which was to prove pivotal to the result. The small, well-informed band of spectators applauded the ride, as they did with all those who managed a single mark. There was also applause for the oldest machine, 'Weasel's' 1929 Ariel; he completed the section with a fair amount of paddling but succeeded where many younger machines failed.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

TRADITIONAL ARBUTHNOT TRIAL Stuck in the mud, no stand needed for Rod Baraona’s Matchless.

Steve Allen fights for grip on his borrowed Matchless, cursing the loss of a mark.

A delighted Steve Allen savours the moment after a successful climb up the hill.

Colonial Route

The 'colonial' route required a straight ride through the ruts and straight up the hill; easier said than done, many riders bailed out before the climb as they lost traction. Bob Onley on his 1946 350cc Velocette Mac miraculously managed a clean with a steady approach and great weight distribution. Unfortunately, Mike Jarrett riding his 1949 250cc model 22 AJS for the first time couldn't make the climb, suggesting it was the 70-year-old tyres he had given himself that let him down; investment needed! Sidecar legend George Greenland on his 1955 BSA Goldstar outfit with daughter Karen in the chair gave the hill a really good run, gunning the Goldstar part way up before losing traction as the wheels got stuck in the well-worn ruts. To George's disappointment, this was to be almost his last action as the BSA was left with only third and fourth gears, which meant a second retirement in two years. Rod Thompson and Neil Pardoe, sporting 'pudding basins' made less progress, only just entering the section on their 1950 Norton 500T outfit with the rear wheel spinning and not moving. However, they showed great determination and were able to keep going to complete the trial.

Front wheel paws the air on Class B winner Mike Barton’s 1953 AJS, the only clean round!

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

Paul Farley helps Duncan Shaw recover his AJS after tumbling down Whitesheet Hill.

Whitesheet Hill

The final sections of the day were at Whitesheet Hill, with the competition riders taking a straight climb up the hill and a zigzag climb for colonials and sidecars. Competition for class B was really tight with Mike Barton clean while Jon Cull, Adrian Mountain on his 1953 350cc AJS 16MC and Steve Allen were all tied on one mark. Steve Allen took one look at the climb and didn't walk it; winding up the Matchless he climbed the hill for a clean. Allen then sat at the top of the hill with a wide grin watching his fellow competitors attack the climb. Jon Cull took his time and got two thirds up before having to lay the 'AJ' down to fall out of contention. Mountain took the steady approach and found the traction for a steady, clean climb to the top. The class win would come down to Barton's climb; generating the perfect speed over the ridges he too recorded a clean for the victory. Runner-up spot went down to the special timed stages, where Allen had the better time. In the team competition the third member of Allen and Cull's team Steve O'Connor, on his 1950 350cc Matchless G3, made it up two thirds but then the machine and rider parted company, the machine keeling over in place and O'Connor running back down the hill.

In a class of his own, Chris Brown takes the Royal Enfield to victory.

TRADITIONAL ARBUTHNOT TRIAL

No stopping Dick Ramplee as he blasts the Rickman Triumph to the summit.

There were some excellent climbs: Peter Farley on his 1948 410cc AJS 16M taking pleasure in doing it twice; Dick Ramplee blasting the Metisse up; Mark Parry Norton flamboyantly wheeling his 1957 500cc Ariel; and Mike Tizzard, the Class J winner, taking the steady approach took a one on his 1966 250cc Greeves. There were many techniques for incomplete climbs, with competitors supporting each other so that valuable machines and riders didn't tumble too far back down the hill. Class A winner Kevin Alexander on his 1937 350cc Red Panther laid it down

Climbing in style: Mark Parry Norton balances the Ariel perfectly with the front wheel in the air.

Panic on his face as Ian George reaches the point of no return on his Matchless.

gently halfway up, while Ian George on his 1941 350cc Matchless G3L had to bail out after a fast attempt, having to make running repairs to put the chain back on. On the colonial route, most solos made short work of the climb, including Class H winner Bob Onley and Class I winner Chris Brown on his 1958 350cc WR Royal Enfield. The sidecars found the last part of the climb more challenging due to the ruts from previous events. It was straightforward for winning competition sidecar team Roger Abbott & Colin Keen on their 1964 600cc Ariel outfit. But, colonial winners, Dave & Joe Drake-Brockham on their 1955 350 Royal Enfield outfit, and Rod Thompson & Neil Pardoe, finally getting some traction, had the unluckiest climbs, getting three yards from the end of the section in each case and getting their wheels jammed across the old ruts and taking fives.

After the Trial

Steve O’Connor bails out halfway up Whitesheet and looks for the escape route! Local rider Mike Tizard, Class J winner, climbs Whitesheet for a one on his 1966 Greeves.

The Drake – Brockhams – survey the route on their 350cc Enfield outfit.

After Whitesheet Hill all that was left was the 10-mile blast across Compton Down to blow away the cobwebs and think about the fantastic day's riding. Everyone returned to the Barford Inn to share stories, collect their certificates and wind down. There were a lot of smiling faces, including Weasel the owner of the oldest machine the 1929 Ariel Colt; he didn't make it to the end of the trial, and he said more preparation is needed for next year. The Ariel was a bit sad, with a flat rear tyre where the tube moved around due to too much traction and the valve went inside and a kickstart flopping down having lost its cotter pin. Weasel had been waiting a few years to give the bike the treat of the Arbuthnot; it was pretty certain it was a treat for the rider as well, he'll definitely be back next year.

What about 2018? Dressed for the event and OS Map in pocket, Rod Thompson and Neil Pardoe unfortunately beach the 500T Norton after a great climb.

The date for the diary: the Arbuthnot is earlier next year - make a note - 9th September 2018.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

MY DIARY MIKE RAPLEY

MI KE R APLEY

A life of motorcycling As a welder by trade, setting off into the world of motorcycle magazines was just a dream — or so I thought. In January 2007, the first issue of Trial Magazine was published, its success speaks for itself. Issue number one was a five out of ten, by my admission. It was quite obviously missing someone to hold my hand. The Benhamou family in France, my adopted family, had planted the seed. Barry Robinson had also been very supportive, for which I am eternally grateful. I needed to speak with more people for their opinion after the first issue, and it was the name Mike Rapley that came to mind. He had worked at Trials and Motocross News in its very early days and was still very much a motorcycle enthusiast. He was critical, but in a very constructive way, which was appreciated. Since the early days, we have now a mainstream magazine on the sport along with Classic Trial Magazine. Mike has remained very instrumental in both publications over the years, and so I decided to ask him about his lifetime of motorcycling. What you are about to read is Mike's diary in his own words. Words: Mike Rapley with John Hulme • Pictures: John Hulme and Yoomee Archive

1968: Chatting with my father about the Bultaco.

an I remember the very first trial that I ever went to? I can't, except that I guess I must have been very young, maybe around nine or 10, and that it was a bitterly cold winter's day I cried my eyes out. It meant my dad had to take me home early. That experience obviously didn't deter me as in the intervening years between, the ages of 9/10 and 16, I went to many trials, scrambles, grass tracks and road races before I rode my first trial. Dad and I not only spectated, but we also observed at many trials, with the Wycombe Club's Common Hill Wood and Great Wood my favourite locations as they were generally muddy sections which I enjoyed watching. This is perhaps why my trialling pals consider me a much better mud rider than a rock rider. But it wasn't just trials that interested me from a young age, there was also photography, and some of those South Midland Centre riders still alive will recall that I used to take many pictures with my Baldamatic camera and tried to sell them for 2/6d (12½p). So it is obvious that now, some 61 years after that first tentative venture into the world of bike sport, the question is how and why did it all come about; read on…

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

MY DIARY MIKE RAPLEY

1977: The seventies were very good days to be involved in the trials scene.

1957-1963 1972: The Scottish was not only my coming of age as far as trials went as I also got engaged in Fort William, and in December of that year got married.

1977: Fighting for grip on one of the early Beamish Suzukis.

1977: Steven Dommett, Anthony Rew, Graham Baker, Mike Rapley, Alan Dommett on the Italjet.

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Pretty easy really, as for the first 16 years of my life I lived at 1 Wexham Road, Slough, and immediately opposite Sid Moram Motorcycles where Sid's son Colin (now a Vice President of the ACU) was the star off-road competitor in the business. Colin regularly rode trials, scrambles and even did some road racing, and it was watching him riding that got the Rapley family into motorcycle sport. My dad was never a competitor but back in the late fifties and early sixties there was little to do on a Sunday apart from attending a motorcycle meeting, so that's what we did. I don't know how old I was, but I can recall my first ever ride on a trials machine. I had 'push-biked' to a green lane that the local Farnham Royal Club used in trials, for no better reason than to ride it on my cycle. There was a lad there, who I didn't know, with his 350cc AJS and he let me 'have a go'. I ended up in a ditch after only a few yards and couldn't get it out! With no such things as youth trials in existence, it wasn't until I was 16 that I could have a motorcycle, the first of what has proven to be a good many, a 199 Triumph Cub purchased from Bill Faulkner Motorcycles of Oxford for £60. My first ever trial, while wearing a light blue and dark blue striped bobble cap – the things one remembers – was the Farnham Royal Club's Home Guard Cup Trial held on December 15th, 1963 at Littlewick Green. I have no idea of my result and no obvious means of finding out some 54 years later. All I can say is that I rode the same trial 50 years later to the December date – and the result was little better!

1979: On a Montesa outfit with Mannix. Sidecar trials interested us both.

MY DIARY MIKE RAPLEY

1980: With Mannix Devlin of Trials & Motocross News in the ‘Chair’ of the Beamish Suzuki.

1982: Machine testing for TMX was always enjoyable. This is the Gori MT 325 of David Hooke in 1982.

1963-1966

Eight trials after my debut event the Triumph 'Tiger' Cub expired, as they frequently did in those days, and my dad decided it had to go, so it was sold and an 18-month gap elapsed before I bought my next trials machine. This is most definitely the longest ever gap in my motorcycling career without riding regularly. I say 'regularly' as Colin Moram took pity on me and let me have a one-off ride on his beautiful 500cc Matchless in a Hillingdon and Uxbridge Club trial. All I can say is that it was returned clean and undamaged. I used to attend Slough Technical High School, and the way home took me past Bob Wilkerson's motorcycle shop where he had a fourstroke 250cc Royal Enfield Crusader trials model in stock. It was obviously a poor seller as he had it for several years until 'muggins' here purchased it. In the days when Villiers engined two-strokes ruled the roost, it was totally uncompetitive, but I owned it for 18 months or so, and even now I have a grudging appreciation for it.

1966-1972

This six-year period proved to be a major turning point in many respects, though at the time I never realised it. In June 1966, I was transferred in my job working for Dixons Cameras from the shop in my home town of Slough to Exeter where the company opened a concession in Walton's, a general store in Exeter. That I failed miserably in that position isn't the point of this story, but what is far more relevant is that I had moved to a great area for trials and was able to mix with a great group of trials riders and fellow enthusiasts. I made friends with Ian Haydon and Brian Higgins, both Centre champions, Ian Mackie, Mervyn Lavercombe, Ivan Pridham, Pete Thompson, Peter Keen, Anthony Rew, Jim Finlay, Colin Somers, Ian and Peter Blackmore, Mike Sexton, Alan and Colin Dommett – the list could go

1982: This was my last Scottish Six Days Trial in 1982.

on and on. Some are no longer with us while others still have some tenuous connection with the sport. All those riders from the South West and many others instilled in me a life-long love of trials that exists as strongly today as it did then. Motorcycles came and went; I had a 250cc Cotton to follow the Enfield, then as a 21st birthday present a used 250cc Bultaco bought from Cornish Champion Roger Wooldridge, and then with competitive machinery

my ability improved, bringing some respectable local results. One of the reasons for this article, according to Editor ,John Hulme, is that he wants to document the background to those who, in his opinion, have contributed significantly to trials as a whole. While I have always been a trials rider I've also been a journalist for the same length of time, and I'm often asked how I came to be a writer.

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MY DIARY MIKE RAPLEY

1984: My TMX work took me into Europe where this picture was taken, at the Spanish world round near Olot. Headed by Classic Trial Magazine Editor John Hulme they put my hire car up on blocks! Left to right: Ian Rawlins, David Leather, John Hulme, Mark Hicken, Tony Scarlett, Steve Saunders, Jaime Snowden and John Lampkin.

Looking very professional at the Manx Two Day in the eighties.

1985: Fixing a rear wheel puncture on the Beamish Suzuki in the Peak trial.

Journalism

I have no memory whatsoever of being taught English, except that my English teacher Mr Bishop had the annoying trait of knocking out his pipe on the heads of unruly pupils as they lined up for class. Such behaviour was tolerated in those days, but I guess he managed to teach me how to write as I have made both a full- and part-time living from the ability ever since! It was the local South Western Centre correspondent for Motor Cycle News who encouraged me to write about motorcycles. Fred Browning from Plymouth had read my monthly reviews about the Otter Vale Club in the South West Centre Gazette, and he suggested I should write local trials reports for the weekly Motor Cycling, and then when Fred retired for MCN, which I continued to do for a further nine years. Journalism was only ever a side-line to help pay for my sport as not only did I ride local trials between 1966 and 1972 but many of the nearer nationals like the Hoad, Perce Simon, Kickham, Knut, Mitchell, St David's, Presidents and even the West of England were ridden in. In fact, I rode the West of England 18 consecutive times, with the first being the most notable. I was on the Royal Enfield for that trial in 1966. I fell off on the very first section, breaking the kick-start shaft and knocking the end off the gear lever. I rode the entire trial without a kick-start and never stalled it throughout the event. Not only that, I stopped at Freddie Hawken's shop in Newton Abbott on the way home, bought a new shaft, changed it overnight with absolutely no knowledge of how to do it and rode the Crediton trial the following day!

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1984: With Eric Kitchen at the Spanish world round.

1972 - 1978

If 1966 had been a turning point in my life, then 1972 was an even bigger one. A year earlier at the West of England Knill Trial, I met the girl who was to become my wife. Jenny was supporting her brother David who was also riding in the trial, and from that day to this; she has been most supportive of my passion with trials. In January of 1972, I decided that I wanted to ride the Scottish Six Days. Despite being just about broke, what with living in lodgings and spending every spare 'copper' on my sport, the entry was made and the three of us: me, my girlfriend and eventual brother-in-law, made the trip north. I finished 62nd on 234 marks lost, one position lower and on the same number of marks to my friend and eventual best man Ian Mackie. I've ridden four times in the Scottish but that first was by far and away my

1986: The Breckland Enduro â&#x20AC;&#x201C; Thanks to the generosity of Alec Wright, then competitions manager of Kawasaki, I was able to take up the sport of time card enduros on a KDX.

best result, and I'm the first to admit that the last six days in the mid-eighties was definitely one too many. The Scottish of 1972 was not only my coming of age as far as trials went as also we got engaged in Fort William and in December of that year we married, bought a house in Crediton and lived a comfortable existence until I received a phone call while at work that was to change our lives dramatically.

MY DIARY MIKE RAPLEY

1988: Spectating at the ‘Scottish’ with Graham Watkins and the late Norman Eyre.

1986: Looking the part at the Pre-65 SSDT.

1988: In the ISDT on the final day in France.

1988: Using the team transport at the ISDT in France.

Trials and Motocross News

1988: Yorkshire Two Day – Many of my weekends were taken up riding in enduros and when not riding they were taken up with reporting from other events.

In 1977, a new newspaper was launched by the northern-based Morecambe Press. Trials and Motocross News was born. I saw the pre-publication issue at a newsagent's in Okehampton where I was then working and decided that it would be possible to earn a few bob by writing local reports for TMX as well as for MCN. The Editor, Bill Lawless, was delighted with the offer and took me on as the local freelance correspondent. All went smoothly, and I was happy writing reports, the occasional feature and supplying pictures, but then came the call that altered our lives forever. Bill offered me a full-time job in Morecambe. Morecambe is 250 miles from Crediton and 'up north'. If we accepted we would have to sell up, buy a new home and Jenny would have to give up the job she enjoyed, and who could know what the future would hold. I chatted over the offer with many people including Otter Vale's Chairman Jim Courtney who was then a muchrespected member of the ACU. He seemed adamant that trials as we all knew it would not exist for many more years and tried to convince me not to move. We paid a visit to Morecambe before deciding, and rather rashly said yes. I moved north in February 1978 staying with Bill until Jenny had sold our house in Crediton. We bought a bungalow in Carnforth; I can't believe it now but we bought our current home, where we have lived for nearly 40 years, and Jenny never saw it until the day we moved in. I wouldn't do it now!

1978 - 1998

We're covering 20 years in this spell, and a lot happened. I've given this 20-year span for a good reason as it's the length of time I worked for Trials and Motocross News as a photo-journalist and, for a while, as Assistant Editor. There's no doubt about it, producing a weekly newspaper is a stressful business. You've 52/60/64 maybe even 72 pages to fill from Thursday to the next Wednesday morning, and there's no doubt it takes it out of you, particularly mentally. The paper's ethos from the very start was 'we ride it, then write about it' which suited me fine as it was very much my style. I make no apologies for the fact that for most of those 21 years I got my sport virtually free of charge. There were always motorcycles to ride, some on long-term loan, some as test machines for one-off events and some purchased by the paper for my exclusive use. Staff members came and went but the one consistent member from the very beginning, and still there to this day, is Mannix Devlin. From the beginning, we got on well, and one day, sometime in 1979, we were tasked with testing a KT250 Kawasaki with a BKS sidecar attached. Previously I had a very brief experience of riding a sidecar when I had a go on an outfit made by my good friend Ron Mackie, but Mannix had none as the passenger, so it was always going to be a steep learning curve. And the second event we rode was almost our last. It was the Dave Rowland Trial and, while traversing the sandy and rocky track from

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MY DIARY MIKE RAPLEY

1988: Yorkshire Two Day British Championship Enduro.

1988: Yes Pipeline in the Pre-65 SSDT is that steep!

1989: Racing to 16th in the Breckland.

1990: Bootle â&#x20AC;&#x201C; I have always enjoyed riding Pre-65 machinery.

Three Shires to Hawk's Nest, I lost control of the outfit. It veered to the right above the very steepest part over the river and cartwheeled down the hillside, bouncing across the pond at the bottom to land upside down somewhat bent! Rather stupidly Mannix followed the three-wheeled machine down the steep drop in the vain hope he could catch it and stop it. How he didn't kill himself, I will never know, but he survived unscathed for Jack Mathews to enquire "what are you doing down there Rappers?"

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Jack was always one for a quick quote, reminding us on several occasions that with sidecars "when you stop, you are still on wheels". Somehow between us all, we rescued the outfit, straightened it as best we could and even managed to finish the trial. That was undoubtedly the worst crash of many during our six years riding sidecars, but there were some successes. We finished third in the British Championship in at least one year. We scored points in 36 consecutive Championship rounds when points only went to tenth place, and as well as winning many smaller sidecar trials, we won five nationals. It came to an end when Mannix married, and rather than go back to solo trials thanks to the generosity of Alec Wright, then competitions manager of Kawasaki, I was able to take up the sport of time card enduros.

Enduros

The requirement as a TMX staff-man was to write about the event I had ridden in over the weekend, and while sidecars held limited interest for many readers enduros were altogether more popular. So for the next 14 years, many of my weekends were taken up riding in enduros, and those that weren't were taken up with reporting from other events. Looking back on those days now I don't know how my wife put up with it. We had twin girls in 1980, and for much of those formative years I was at work during the week and riding weekends, leaving very little time for family life. But it has all worked out well as we are still happily married and the girls are well-respected adults. Most riders these days know me as a trials rider,

MY DIARY MIKE RAPLEY

2009: The Lakes Two Day – A tough but good two days of trials riding in stunning scenery.

1990: The Manx Two Day, finishing 20th in the Clubmen Class.

but I can modestly say I was a lot better enduro rider than I have ever been as a trials rider. During those 14 years I did the 1988 ISDE in France and just about all the British Championship, North of England and some of the Scottish Championship rounds with some success including three class titles, but inevitably it had to come to an end. In 1997, aged 50, and riding an E.T.James sponsored Suzuki, by then I hoped to retire with a third Over 40 Championship title, but it was not to be as I was pipped at the post, though I did win the last round, and so what better than to go out with an event win? I was offered another year's support from Suzuki for 1998, but to Alan Bates' surprise, I turned it down and returned my loaned machine to him. At the start of 1998, I went out and purchased a 315 Montesa, which in those days was a brand new and well-respected model. There's no doubt the family were relieved that I had escaped from the enduro scene virtually uninjured with just a broken ankle in 1989 and I was returning to the comparatively safe sport of trials!

1998-2017

2008: With good friend Graham Atkinson at the Nostalgia trial

Two decades either side of the 'Millennium' was another big spread of years spent almost entirely riding trials. At one time I was doing around 35 events a year which, with a few of them being two-day trials, meant I was riding up to 40 days of trials. Inevitably there came a time when the enthusiasm waned just a little and standing back I realised that while I was thoroughly enjoying my sport, I was doing very little else other than work. Work by then was selling and fitting blinds for a national company which did pay better than full-time journalism, although thanks to various publications and websites I continued to write regularly. In fact, between a newspaper and a website, I wrote just over 470 weekly columns, never once missing the deadline, until I reached the point where I simply ran out of something positive to say. I'm definitely not complaining, after all, it was my choice but sitting down every Sunday evening to churn out anything between 500 and 1000 words became a real test for my enthusiasm, particularly as the subject was so limited. However, these days the occasional article like this one is great as there is effectively no deadline and I can write when I want to and not have to worry. I was never a road motorcycle rider, but all that changed ten years ago. I had a Beta Alp – in fact, I still have one – which was used for the occasional need to follow a trial like the SSDT and the Scott. One evening I had been out for a ride when the gearbox sprocket flew off leaving me stranded miles from home. John Hulme: "Ask Mike about this story as it's hilarious". Once back, having been rescued by my daughter, Jenny my wife asked the next morning "what was that all about last night?" I told her, and she replied, "I don't know why you don't get a proper road motorcycle". Well, what would you do in that situation? I was straight off down to the local Honda dealer and bought a used VFR 800 and, in the ten years since, I have moved on to BMWs and ride around 6,000 miles a year all over the UK and Europe with a superb group of fellow motorcyclists – but I don't write about it.

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MY DIARY MIKE RAPLEY

2013: Highland Classic Alvie – I still enjoy my trials riding and this event is one of a relatively new enjoyable two-day classic events.

2016: It may be wet and cold in December, but I still have the same addiction I have had for trials since 1957.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

2013: Pre-65 SSDT – In Kinlochleven with Graham Atkinson. If I am not competing, you will usually find me spectating at motorcycle events.

A Love of Motorcycling

During my 54 years within the sport, like so many riders I have had little regard for the ACU, the governing body of UK sport. I was never involved with the organisation other than as secretary of my local club since 2001. In 2014, I was invited to apply for a vacant post on the Trials and Enduro Committee and was voted onto the committee for a three-year term that ended in 2017, and my opinion totally changed. Those three years really opened my eyes to the value of the ACU and their efforts behind the scenes to ensure that our sport as a whole continues, for there are a great many individuals and organisations who would be only too happy to see motorcycle sport banned – full stop. In my own small way, I have contributed to the governing body, my local club, and my local events and nationally through my journalism, to the best of my ability. Looking back on my 54 active years, which hopefully will continue for a good many more, I hope that my efforts will have made a small difference somewhere along the

2017: Through my good friend John Hulme I still enjoy contributing to both his publications Trial Magazine and Classic Trial Magazine. Here I am presenting some competition prizes to the winner John Gornall.

line. I certainly have enjoyed every minute of it and can honestly say that my passion now is equally strong, if not stronger, than it was when I first rode that Farnham Royal Home Guard Trial on December 15th, 1963.

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1993 MONTESA COTA 311

AMOS BILBAO (ESP) Picture Credit: Montesa

1968 MONTESA COTA 247

PEDRO PI (ESP)

Picture Credit: Montesa

Image courtesy of Trials Media

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CELEBRATION MONTESA COTA 1968–1993

A silver celebration

On the 30th April 1968 Spanish motorcycle manufacturer Montesa watched the first Cota trials models developed by Pedro Pi, Leopoldo Mila and Jordi Ros roll off its production line. On the 30th April 2018, they will celebrate 50 years of continuous production of the Cota trials models. Here in Classic Trial Magazine, we will take an adventurous look at the highs and lows of this iconic model over the first 25 years. The golden wedding celebrations will continue in our other publication Trial Magazine. One of the ‘Big Three’, Montesa has endured the test of time as Bultaco and Ossa fell by the wayside. Despite tough economic times in the eighties when an association with Japanese brand Honda was made the Cota model remains as strong as ever. We take a brief ride back to the beginning with the Cota 247 in 1968 through to the arrival of Honda-powered machines with the Cota 314 in 1993. Words: John Hulme and Don Morley Pictures: The Nick Nicholls Collection at Mortons Archive, Brian Holder, Eric Kitchen and Montesa

1968: The first production Montesa Cota 247 to go on sale. Model: 21M. Produced from 1968–1970. Production total: 1,750.

he company Montesa was formed in 1944 by Pedro Permanyer and Francisco Bulto who based their first prototype Montesa around the French Motobecane models. Over the following years, the Permanyer and Bulto partnership would be dissolved, as Bulto started the Bultaco brand in the late fifties. With exploits into road racing and the International Six Days Trial to prove the machine’s reliability Montesa started to look at the trials market in 1965 as Bultaco exploded onto the scene with Sammy Miller.

Early Days

The early sixties witnessed a shake-up of the management when Pedro Permanyer took note of the all-round Spanish motorcycle champion Pedro Pi and promoted him from the role of test rider to the head of the research and development engineering department. Permanyer also had ears and eyes on the ideas of his new technical director Leopold Mila. These two key players at Montesa used their innovation and ideas to design and develop a new two-stroke unit-construction engine aimed at the home market and to be used in the latest Impala sports model. With an engine capacity of 175cc this air-cooled single

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CELEBRATION MONTESA COTA 1968–1993

1967: 250 Trial. Model: 11M. Production total: 44.

cylinder, four-speed gearbox would eventually go on to be used in nearly all the company’s trials and motocross machines. Three machines using this new design engine in the Impala model converted for off-road use were sent to Africa, and each one successfully covered over 12,000 trouble-free miles. Based on these machines a 250cc variant of the 175cc engine was installed in a Scorpion motocross model, giving Pedro Pi the 1965 Spanish Championship. With small modifications, this engine also carried Montesa to victory at the famous Barcelona 24 hour endurance race. In early 1967 Pedro Pi built two new trials machines based on the now titled Capra motocross models using the 250cc engine. He wanted to have other opinions on his new ideas and built two trials prototypes using the 250cc engine. One would go to France in the capable hands of the trials champion Christian Rayer, and he would keep the other. Though the machines needed more work, they both won their respective national trials titles. Interest in the new Montesa was evident and off the back of this enthusiasm as 1967 closed a batch of 44 trials models was developed and built by Pi and Rayer; these were very much hand-built machines. Fifty were actually envisaged, but the remaining ones were used for spare parts supply. All the machines sold straight away, with many going to Montesa enthusiasts who wanted to enjoy the freedom of the open trails while also taking in some trials riding.

1968: Don Smith on the left admires the first production Cota 247 into the UK at the European championship round at Ashford.

1968: SSDT – Montesa proudly present the new Cota 247 at this iconic event. On the left in the cap is Jim Sandiford, who would later become the UK importer, Sammy Miller in the Dunlop jacket, Tommy Melville (SSDT Secretary), and Don Smith with his machine.

Development

In 1967 Great Britain had a surplus of good trials development riders off the back of the declining motorcycle industry it was once so proud of. The UK Montesa importer was John Brise, who ran the motocross team with financial support from Spain. He had formed Montala Motors in Dartford in the south of England to import Montesa products and had heard about the new trials model. He made a few enquiries as to how many he could have. To see the machine in the flesh, he drove over to Spain. He agreed with Permanyer and Pedro Pi that it needed more development but returned to the UK with two of the trials models stripped down in his car. He agreed to have six more sent over at a later date. Brise had taken his friend Don Barrett on the trip to Spain for a second opinion, and they both agreed that with some work they could be quite competitive. Pedro Pi had decided to retire from his position at Montesa, and this important role was taken over by Alberto Mollofre, who would also serve the role of competition manager. He, along with Montesa, valued Pi and kept him on as the test rider for the new Cota trials model. In the UK, Don Barrett was very interested in the trials project, and based on his enthusiasm, Brise handed the running of the trials side of the business to him. Barrett immediately contacted Gordon Farley as his number one choice, but unfortunately, he had just signed a twelve-month contract with Greeves. Charlie Harris was taken on board to ride and also help to prepare the machines; the motocross team also helped with

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1968: SSDT – French rider Christian Rayer was a sensation at the event taking the Best Foreign Rider award, Best First Time rider, and Special First Class award on the Cota 247.

CELEBRATION MONTESA COTA 1968–1993

1968: SSDT – Well respected by the Montesa management, Pedro Pi checks over his pride and joy. He finished the event with a First Class award.

1968: SSDT – Charlie Harris rode one of the four production machines entered to a Special First Class award.

development. The 250cc engine had proved very robust whereas the frame tubing was of very poor quality. Motocross wheels and hubs were fitted and different suspension combinations played with. A new one-piece seat and fuel tank arrangement was fitted, which in red looked very nice match to the white frame. Don Smith joined the team in December 1967 as a second-choice rider.

ABOVE – 1969: Changes to reduce the weight of the Cota 247 started to appear such as these moped wheel hubs. BELOW – 1970: Evolution of the Cota 247 continued with the slimmer clutch cover amongst other changes.

It’s ‘Cota’ 247 Time

When Gordon Farley put an end to Sammy Miller’s incredible run of British championship titles in 1970 the Cota trials model had truly arrived. Further success would come in Europe as Benny Sellman and Christian Rayer won the Swedish and French championships respectively and a very young Yrjo Vesterinen won the Finnish title. This is the Montesa publicity poster.

In early 1968, production facilities were set up to start to produce the new five-speed gearbox Montesa Cota 247. Four new preproduction machines would be taken from the assembly line and entered in the Scottish Six Days Trial. For Montesa, the event was a huge success. All the machines finished the event as Christian Rayer made history by becoming the first foreign rider to take Best Performance of the Day award, as well as the Best Newcomer and Foreign Rider awards and, along with Smith and Harris, they won the prestigious Special First Class awards. Pedro Pi was the last man home of the four, claiming a First Class award. Montesa had arrived. The first national trial win would come in November from Smith at the Peak Trial. As trials riders started to sample the delights of the new Montesa Cota 247.

1969: Gordon Farley arrived, much to the delight of the Spanish brand, as he won the opening national trial of the year the Vic Brittain. Don Smith won the European Championship as he was the only rider who contested all the rounds. 1970: With his superb background and mechanical understanding that Farley had learnt from his days employed at Comerfords dealership working in the competition department, the machines were now getting the development they required with input from a top rider and each new batch of production machines would feature minor but important changes. Weight saving was also playing an important part of the changes to the machines, such

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CELEBRATION MONTESA COTA 1968–1993

ABOVE – 1971: Cota 25/25A – This model was presented to look like a scaled down Cota 247 and was aimed at the younger rider. Model: 10M/50M. Produced from 1971–1982. Production total: Cota 25: 2,800 – Cota 25A: 2,500. BELOW – Having been previously a distributor of Montesa, respected trials rider and businessman Jim Sandiford took over the importership of the Montesa off-road machines into the UK in 1973. Such was his reputation that Montesa looked on this move as a sure-fire way of expanding their trials business. Sandiford was very instrumental in establishing the Spanish brand in the trials world.

A – 1972: Cota 123 – This model was presented at the first Three Day Santigosa Trial in Spain. The winner Pedro Pi won the event despite the handicap of the small capacity machine against the bigger ones of its rivals. It was a huge success with the buying public. Model: 28M. Produced from 1972–1978. Production total: 8,850. B – 1975: Cota 247 Ulf Karlson Replica – Presented in recognition of the Swedish rider’s efforts where he finished 2nd in the European championship. It featured slimmer engine cases and the clutch actuating arm was moved onto the top of the case. A new model was needed but the Cota 348 was still a long way from production. Model: 21M. Produced from 1975–1977. Production Total: 4,400. C – 1975: Cota 172 – An excellent model for the rider who was new to the sport. Very similar to the Cota 123 model it came with 21” and 18” wheels to complement the larger 157.5cc engine size. Model: 19M. Produced from 1975–1980. Production total: 1,990.

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CELEBRATION MONTESA COTA 1968–1993

A – 1976: Cota 348 – Putting Montesa straight back into the limelight, the rear drive chain was totally enclosed as it passed through plastic guiding tubes, which became a Montesa trademark for many years. UK importer Jim Sandiford took delivery of the very first production machine in April. The machine was a huge success and he sold over 500 of the machines. Model: 51M. Produced from 1976–1979. Production total: 15,700. B – 1978: The success story continued and to keep it in line with the Cota 348 the 247 model featured some minor upgrades, as did the other models in the range. C – 1979: Cota 349 – Evolved from the Cota 348, the Cota 349 had the bottom frame replaced with an aluminium sump guard. The engine capacity was also raised to 349.6cc. Having left to ride for Suzuki in 1978 Malcolm Rathmell returned to give Montesa their first ever SSDT win on this machine. Model: 51M. Produced from 1979–1980. Production total: 2,400. D – 1980: Cota 200 – Winning British Championship rounds on this model which had the capacity increased over the older model to 173cc Nigel Birkett showed just how good small capacity engines were. Model: 29M. Produced from 1980–1981. E – 1980: In October, Jim Sandiford would sell the last of the 247 machines and close the door on this popular model. The Cota 247 was replaced with the Cota 248. Model: 21M. Produced from 1980–1984.

as moving from the heavy front motocross wheel hub to the smaller moped type one. A new cylinder head, giving smoother power and lighter clutch springs, made the machines easier to ride. When Gordon Farley put an end to his arch-rival Sammy Miller’s incredible run of eleven British championship titles in 1970 the Cota trials model had truly arrived in Great Britain. Further success would come in Europe as Benny Sellman, and Christian Rayer won the Swedish and French championships respectively, and a very young Yrjo Vesterinen won the Finnish title. 1971: As Farley retained his British title more important changes would arrive on the Cota 247, including flangeless Akront rims that did not retain the mud, Girling shock absorbers at the rear and a smaller, slimmer and lower red one-piece seat and fuel tank. They would also develop a mini trials machine in order to feed the addiction of the younger trials fans and would introduce the Cota 25 to the market. As they celebrated the sale of 1,000 motorcycles in the UK, they had 21 fully supported works riders in many different countries around the globe. To celebrate the 25th Anniversary of the Montesa Company, Pere Permanyer commissioned sculpture artist Jose Maria Subirats to make a motorcycle related monument to be placed at the front of the Montesa factory at Esplugues de Llobregat. It was constructed by a mass of historical Montesa associated components all being welded together and suspended by two rectangular columns bearing all the names of the Montesa models manufactured. 1972: Wanting to extend its machine range to suit riders of all ages and abilities, a younger brother for the Cota 247 the Cota 123 was presented at the first Three Day Santigosa Trial in Spain. It’s quite ironic that the winner Pedro Pi won the event despite the handicap

of the small capacity machine against the bigger ones of its rivals, which immediately made it a huge success with the buying public. By the close of the year, Montesa had sold 27,000 machines worldwide. In the UK, it was sad news though as the original Montesa trials specialist John Brise passed away. 1973: Having been a distributor of Montesa, respected trials rider and businessman Jim Sandiford took over the importership of the Montesa off-road machines to the UK. Such was his reputation that Montesa looked on this move as a sure-fire way of expanding their trials business. The Cota 247 continued to be the mainstay model and was virtually unchanged, apart from a change of frame and swinging arm colour to black was introduced. Montesa only ever made small changes to the 247 model, which was a good sales policy as owners of current models could then update their machines. The Montesa success story continued for the Cota 247 as it took national titles in Sweden with Benny Sellman, Belgium with Jean Marie Lejeune and in Germany with Felix Krahnstover. Despite the efforts of its team riders Jaime Subira, Miquel Cirera and Pere Olle the Spanish championship would still be denied. 1974: Having first made its prototype appearance in late 1972 the new Cota 348 again appeared in early 1974 when Belgian trials ace and elder brother to eventual World Champion Eddie Lejeune, Jean-Marie, rode the machine in a competition. It was based on the Cota 247 but had an engine capacity of 306cc. Both Spaniard Francisco Paya and Britain’s Rob Shepherd were also sent prototypes to test in competition. Another new Cota was introduced, the Cota 172, which was very similar to the 123 model but came with 21” and 18” wheels to complement the bigger 153cc engine size. Ulf Karlson from Sweden also became a member of the works team.

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BOULDER TRIALS BOOT WHITE / RED / FLO-YELLOW

polymer memory padding ADJUSTABLE STARPS INTERNAL POLYURETHANE PROTECTION

Replaceable anti-bacterial insole with aps (AIR PUMP SYSTEM) LEATHER UPPER

as used by JAMES DABILL distribu t e d by

w w w. a p i c o.c o. u k

Inner lining with material padding / Polyurethane reinforcements / Memory padding / ISS (Incorporated Steel Shank) insole covered in anti-shock felt / Anti-bacterial replaceable insole with APS (Air Pump System) Available Accessory: Tubular membrane Drytex sock (waterproof and breathable) Outer Oiled full grain leather upper / Trial sole in double density rubber compound dedicated / Thermoformed SAS (Safety Ankle Shield) ankle protection / Injected and shaped plastic protection / Front plate with air-shaped sockets / Heel polyurethane spline / Paramarmitta custom suede / Velcro closing / Replaceable GH plastic adjustable buckles

CELEBRATION MONTESA COTA 1968–1993

Sweden’s Ulf Karlson gave Montesa their first World Trials Championship title in 1980 on the Cota 249.

When Finland’s Yrjo Vesterinen became the first foreign winner of the SSDT on the Cota 349 it was the start of a superb season for Montesa.

ABOVE – 1981: The ‘White Wonder’ Cota 349 was a move from the traditional red of Montesa. Model: 51M. Produced in 1981. BELOW – 1982: Cota 349/4. Model: 51M. Produced in 1982.

1975: They updated the Cota 247 with a new model named the Ulf Karlson Replica in recognition of his world championship efforts. It featured much slimmer engine cases and the clutch actuating arm was moved onto the top of the case. A new model was needed, but the Cota 348 was still a long way from production. Behind the scenes, Jim Sandiford had taken Malcolm Rathmell to Spain to sign a very lucrative contract for him to ride and develop the new 348. In May, at the Scottish Six Days Trial, Montesa would unveil a brand new prototype Cota 348 machine for Rathmell to ride. It would feature a duplex cradle frame with the rear shockers moved forward to increase the travel, while the engine capacity would be raised to 310cc. The rear drive chain was totally enclosed as it passed through plastic guiding tubes. This idea would see production and become a Montesa trademark for many years. Another pre-production machine was released to Rathmell towards the end of the year which would feature a new six-speed gearbox replacing the earlier five-speed unit. Rathmell repaid the faith shown in him to Sandiford when he won the British Trials Championship. 1976: Long-term factory rider Rob Edwards would receive the final pre-production prototype in early January complete with a neater, slimmer frame as Jim Sandiford took delivery of the very first production machine in April. The Cota

1982: Aimed at a new market, Montesa released a new cycle trials bike.

348 had a black frame and red one-piece seat and fuel tank unit and was a totally new model. To meet UK market requirements, an aluminium fuel tank was fitted with the dummy fibreglass tank cover. The machine was a huge success as more than 500 of the machines were sold in the UK. 1977: The success of the brand continued, and Montesa would sell over 1,200 trials machines during the year. 1978: To keep it in line with the Cota 348 the 247 model featured some minor upgrades, as did the other models in the range.

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CELEBRATION MONTESA COTA 1968–1993 A

1983: Toni Gorgot became the first Spanish rider and machine combination to win at the Scottish Six Day Trial.

1979: As an evolution of the 348 model the prototype Cota 349 was introduced, with the main changes to the frame which now featured the removal of the bottom frame rails to be replaced with an aluminium sump guard. The engine capacity was also raised to 349.6cc. Having left to ride for Suzuki in 1978, Malcolm Rathmell returned to give Montesa their first ever SSDT win on the Cota 349. 1980: It was a very sweet year as Sweden’s Ulf Karlson gave Montesa their first World Trials Championship title in 1980 and the three times World Trials Champion Yrjo Vesterinen of Finland would become the first foreign rider to take the win at the Scottish Six Days Trial after a move from Bultaco. In October 1980 Jim Sandiford would sell the last of the 247 machines and close the door on this popular model. The Cota 247 was phased out in 1979-1980 to be replaced with a new model, the Cota 248, at a later date. 1981: Traumatic times in the early eighties would see economic unrest affecting the Spanish motorcycle manufacturing industry. With a shrinking market Bultaco and Ossa hit very difficult financial times, which would eventually close the doors on the once proud names. Montesa would survive, but they needed a cash injection and were helped along by a loan from the government. Moving forward they sold some shares to the Japanese giant Honda who wanted to establish a European manufacturing facility for their commuter machines. Part of the terms of the agreement was that Honda had to guarantee that motorcycle production in Spain would continue. 1982: To generate much-needed cash from a different market area Montesa released a new cycle trials bike. This produced a school for future champions such as Jordi Tarres, Marc Colomer and more recently Toni Bou. With the cash injection a new prototype named the Cota 242 would start to appear and be developed. 1983: Montesa had invested in Toni Gorgot, and they became the first Spanish rider and machine combination win at the Scottish Six Day Trial. Released for general sale in May 1983 the new model Montesa Cota 242 was looked on as a new ‘modern’ machine. Quite a physically small machine with an over-square bore and stroke of 71mm x 60mm, the engine size was 237cc using a 27mm Amal carburettor. With a choice of six gears and sporting a tubular steel frame and aluminium swinging arm it weighed in at 190lbs. 1983-1985: During this period some the old stock of Cota 123, 200 and 349 machines were re-badged and featured new aesthetics, and sold as Montesa/ Honda trials machines. Honda was prepared to stockpile trials models and to sell them off at a loss in an effort to reach Europe’s more profitable moped market and to bypass restrictive import tariffs.

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C A – 1983: In May the new model Montesa Cota 242 was a new ‘modern’ machine. Physically small with an over-square bore and stroke of 71mm x 60mm the engine size was 237cc. With a tubular steel frame and aluminium swinging arm it weighed in at 190lbs. Model: 39M. Produced from 1983–1986. B – 1983: Old stock of Cota 123, 200 and 349 machines were re-badged and sold as Montesa/Honda trials machines. Models 123 MH – 200 MH produced from 1982–1983. Model 349 MH produced from 1982–1984. C – 1984: The Cota 350 looked much better in all red. 51Model. Produced 1983–1984.

CELEBRATION MONTESA COTA 1968–1993 E A

1984: With single-shock machines paving the way for the future the once popular twin-shock machines were very much in decline, and Montesa were amongst the ones who felt this with poor sales. Unfortunately, Montesa continued with the development of the Cota 330 prototype. 1985: The new Cota 330 went on sale with a massive exhaust chamber on the front down tubes, but in reality, it was never going to sell against the monoshock machines. UK importer Jim Sandiford did not officially import the machine. During the summer months a massive reorganisation took place, and a new infrastructure was put in place to secure the company’s future, which was financed by monies from Honda. At this time only two models were offered by Montesa which were the Cota 242 and 330.

1986: With further financial agreements between Honda and the Spanish government and the Permanyer family at Montesa it would lead to Honda buying the majority of the family’s remaining shares. The Japanese manufacturer now had an 85 per cent share in the company. They would invest approximately five million pounds on modernising and updating the ageing factory, with the company now titled Montesa Honda S.A. A new single-shock machine arrived named the Cota 304, using the basis of the Cota 242 engine and weighing 180lbs. 1987: Disaster hit the new joint venture on the 20th March; Pere Permanyer had an unexpected health problem at the age of 75 and passed away. 1988: Pushing forward with development of single-shock machines the new Cota 307 appeared. It was the first production Montesa to feature reed-valve induction. New crankcases and an exhaust system added to its dynamic looks. Front and rear disc brakes were also fitted, as was a tubless rear tyre. Featuring a bigger capacity engine of 260cc the Cota 335 was presented later in the year. A – 1985: With single-shock machines the future, the once popular twin-shock machines were very much in decline. Montesa continued with the Cota 330 but UK importer Jim Sandiford did not officially import the machine. Model: 61M. Produced in 1985. B – 1986: The new single shock machine arrived named the Cota 304, using the basis of the Cota 242 engine and weighing 180lbs. Produced 1986. Production total: 950.

C – 1986: This new Cota 125 arrived with the 304. Produced 1986. Production total: 200. D – 1986: Machine development was in full flow and at the latter part of the year the Cota 335 appeared, produced in small numbers. E – 1987: The new Cota 307 appeared and was the first production Montesa to feature reed-valve induction. New crankcases and an exhaust system along with front and rear disc brakes were also fitted, as was a tubeless rear tyre. Produced 1987–1988. F – 1988: The Cota 309 had an increased engine capacity of 258cc. Produced 1988. G – 1989: Launched in its new colour scheme of turquoise and dayglow yellow the Cota 310 moved away from the traditional red. With inverted front forks and a white frame finish it looked to the future of the brand. Produced 1989. H – 1989: Interest in the new ‘Modern’ Montesa name was moving at a rapid pace. This new updated production Cota 310 was introduced. Produced 1989–1991. I – 1992: Reverting to the customary red of Montesa the first of the Honda inspired Montesa trials machines was the water-cooled, aluminium framed Cota 311, the first production liquid-cooled trials model from Montesa with its compact sixspeed gearbox 258cc engine. The Spanish brand was back! Produced 1992–1993. Production total: 2,904.

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CELEBRATION MONTESA COTA 1968–1993 1989: With a larger engine capacity of 258cc the new Cota 309 would be ridden by its new team members Eddy Lejeune from Belgium, Gabino Renales from Spain and French rider Pascal Couturier. 1990: The Cota 310 was launched in its new colour scheme of turquoise and dayglow yellow, moving away from the traditional red. Inverted front forks and a white frame finish off the appearance. Now looking even further into the future of machine development the factory team member Miquel Cirera had been secretly testing a new water-cooled machine with Eddy Lejeune. The prohibitive cost of producing such a machine curtailed its development.

1991: Interest in the trials machines was moving at a rapid pace as Jim Sandiford, and Montesa introduced Robert Crawford to the Spanish brand to join Gabino Renales and French rider Thierry Girard. Starting the season the updated Cota 310, a new watercooled prototype was introduced at the opening world rounds. 1992-1993: Looking very attractive in the customary red of Montesa, the first of the Honda inspired Montesa trials machines was the water-cooled aluminium framed Cota 311, ridden by Irishman Robert Crawford and future world champion Marc Colomer. This was the first production liquid-cooled trials model from Montesa with its compact six-speed gearbox and 258cc engine. It included all the latest trials innovations including the flangeless rear wheel to accommodate the new tubeless tyres. This was the model to launch the Cota name to a younger target audience to secure its future and to have a direction to take it back to the top of the world of trials. Amos Bilbao proved how good it was by winning the French world round in 1993. This was the first win since 1981 with Ulf Karlson in Sweden; Montesa was back!

The next 25 years of the celebration of the Montesa Cota and its 50 years of production will continue in our sister publication Trial Magazine.

MONTESA SUCCESSES: 1965-1993

WORLD CHAMPIONSHIP

RESULTS: 1980: Ulf Karlson (SWE)

EUROPEAN CHAMPIONSHIP

RESULTS: 1967: Don Smith (GBR); 1969: Don Smith (GBR)

NATIONAL CHAMPIONSHIPS

FINLAND: 1970: Yrjo Vesterinen; 1971: Yrjo Vesterinen; 1980: Yrjo Vesterinen; 1984: Peter Jahn.

FRENCH: 1968–1970: Christian Rayer; 1978: Christian Desnoyers. GERMANY: 1973–1977: Felix Krahnstover; 1979–1981: Felix Krahnstover.

GREAT BRITAIN: 1970: Gordon Farley; 1971: Gordon Farley; 1975: Malcolm Rathmell; 1976: Malcolm Rathmell; 1979: Malcolm Rathmell.

ITALY: 1978: Fulvio Adamoli; 1986: Diego Bosis. NORWAY: 1983: T Knut. SPANISH: 1968: Pedro Pi; 1982–1983: Toni Gorgot. SWEDEN: 1970–1971: Benny Sellman; 1973–1975: Benny Sellman; 1976–1983: Ulf Karlson; 1984: Martin Karlsson.

USA: 1979–1980: Marland Whaley; 1981: Curt Comer; 1984: Scott Head.

SCOTTISH SIX DAYS TRIAL

RESULTS: 1979: Malcolm Rathmell (GBR); 1980: Yrjo Vesterinen (FIN); 1983: Toni Gorgot (ESP).

SCOTT TRIAL

RESULTS: 1972: Rob Shepherd (Cota 247); 1974: Rob Edwards (Cota 247); 1975: Malcolm Rathmell (Prototype 348); 1976: Malcolm Rathmell (Cota 348); 1979: Malcolm Rathmell (Cota 349).

BRITISH EXPERTS

RESULTS: 1971: Rob Edwards (Cota 247); 1973: Clive Smith (Cota 247); 1976: Rob Shepherd (Cota 348); 1980: Malcolm Rathmell (Cota 349).

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

In a true test of man and machine the 1978 Trial World Championship welcomed close on 90 riders to compete against the elements for round two at an event based around Rhayader in Wales. With snow and ice, (-8 degrees was recorded at one group of sections), playing a major part in the event the organising Rhayader MC resorted to putting salt on the rocks and breaking the heaviest coverings of ice with hammers! The event was a single lap of 45 hazards, based around the spectacular dams and reservoirs of the Elan and Claerwen Valleys. The town of Rhayader is situated in the very heart of Mid Wales in the beautiful Upper Wye Valley sheltered by the Cambrian Mountains, but they did not protect from the heavy snow falls which came, turning the area in to a winter wonderland. Wanting to make it a hat-trick of world titles, Finland’s Yrjo Vesterinen had taken the win at the opening world round in Ireland the week before. 1975 World Champion Martin Lampkin would push ‘Vesty’ all day to finish second as the 1971–1972 European Champion Mick Andrews welcomed a return to form to round off the podium on the Yamaha. Would the ice and snow in Wales throw up some surprise results in round two? Words: John Hulme, Motorcycle, Morton’s Archive and Motorcycle News • Pictures: Malcolm Carling

Revelling in the ice cold conditions similar to his home back in Finland, Yrjo Vesterinen was in fantastic form to take a clear victory in front of Ulf Karlson on the Montesa. Much to the delight of the home crowd it was ‘Magical’ Mick Andrews who used his superb throttle control to find the maximum grip on his Yamaha with some excellent displays of his riding ability to come home in 3rd position. 1975 FIM World Champion Martin Lampkin used a different technique on his way to 4th position, with his aggressive riding style paying dividends as he used the power of his full 350cc Bultaco to attack the slippery rocks and climbs. With two rounds gone Vesterinen had pulled out a 10 point advantage over Lampkin; it was game-on in the fight for the 1978 world crown.

A winter wonderland Yrjo Vesterinen (325 Bultaco-FIN): Nicknamed the ‘Iceman’ for his cool calculated approach to winning, ‘Vesty’ was in excellent form at the second round. Having won in Ireland he carried his form into round two despite the arctic conditions. His technique to find the premium grip has him ‘feathering’ the clutch lever to soften the power delivery, producing a winning formula on many occasions.

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Yrjo Vesterinen (325 Bultaco-FIN): The Bultaco had the pneumatic rear shock absorbers as used by Martin Lampkin. Apart from offering more progressive action they also do not ‘bottom-out’ so easily on bigger steps, which are claimed to be the most significant benefits. A new soft compound Pirelli rear tyre was also fitted. Using a new sump guard also gives the machine an extra inch of ground clearance.

Mick Andrews (320 Yamaha-GBR): After finishing 4th in Ireland at round one he backed this up with an excellent 3rd in Wales, proving his competitive riding years were far from over. If you look close enough you can see the John Shirt Snr supplied slimline oil pump cover. With the oil pump removed, the front of the engine can be made slimmer at the cost of pre-mixing the oil and fuel for the air-cooled engine.

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Mick Andrews (320 Yamaha-GBR): ‘Magical’ as he is known explains to Norrie Whyte from Motorcycle News that he is riding as a privateer in 1978, his first non-works ride since he was 16 years old. With Yamaha not wanting to develop any new trials models he would start on a new project to develop a 320cc model, and Yamaha agreed to supply him with TY 250 engines.

Ulf Karlson (310 Montesa-SWE): Having won three world rounds in 1977 the Swedish rider looked very much like he could challenge for the world title in 1978. Whilst Montesa continued to develop a larger 350cc engine with an improved frame with the under engine tubing replaced with an aluminium sump protector Karlson stayed with the factory supplied Cota 348. He and Vesterinen rode very close together as the ice and snow proved a difficult combination to master.

INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Mick Andrews (320 Yamaha-GBR): His Yamaha used a conventional rear suspension setup after his years of previously developing the single shock system. It also sported some parts that his good friend John Shirt Snr developed and made available for the TY 250 models.

Martin Lampkin (350 Bultaco-GBR): As always giving maximum effort, and as determined as ever, Martin continued to use the experimental air rear shock absorbers. Running at around 100 PSI they resembled a scaled down version of the front forks and have the rubber gaiters to protect the sliders and also from the prying eyes of the press. His Bultaco also had the more powerful 350cc engine fitted. As the 325cc could not be converted to 350cc the new cylinder barrel casting featured an extra ‘V’ on the inlet port which took the edge off the fierce power, making it more usable.

Everyone’s happy as Dunlop presented its supported riders with a total of £725.00 at the start of the world round. Mick Andrews, Martin Lampkin and Dave Thorpe were all rewarded for their efforts during the 1977 season at the British Championship and the SSDT. The main beneficiary was Martin Lampkin who received a cheque for £500.00 and a Silver Salver from Steve Thrush of Dunlop.

John Reynolds (280 SWM-GBR): The crowds came out to see the new rotary disc-valve Rotax powered SWM machines in action. ‘JR’ was by far the best, and could not speak better of the new Italian trials machine.

John Reynolds (280 SWM-GBR): The machines ridden by John Reynolds and Colin Bell are pre-production models and feature a few hand-made parts including the aluminium fuel tanks. The new team manager Sammy Miller was in attendance to see how the machines performed in the bitter cold. Miller had the use of two machines to help with development included in his one year contract.

Rob Edwards (310 Montesa-GBR): Approached by SWM to move to the new Italian machinery in the closed season Rob eventually decided to stay with Montesa. It looks like he made the correct decision as he finished a strong 6th.

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Christian Desnoyers (310 Montesa-FRA): In the battle of the best French rider it was the turn of 18-yearold Christian to easily out-point Charles Coutard. France was considered an important market for sales and Desnoyers rode the Montesa with factory support.

Malcolm Rathmell (325 Suzuki-GBR): Such was the demand for the new Beamish Suzuki trials machines that frame builder Mick Whitlock was looking for eight more welder/fabricators to join his staff to meet demand for the Anglo Japanese machines since he took on the contract to supply the Beamish organisation. Ex-Montesa rider Rathmell was looking for a good result, but with the difficult weather conditions this did not happen.

Rob Shepherd (306 Honda-GBR): The three-year-old 306cc four-stroke Honda had lost 3rd gear the week before in Ireland, and in Rhayader it simply did not like the cold. Having turned down SWM and Montesa contracts Rob had signed a one-year contact with Honda UK after he was told a new 360cc model would be available shortly.

John Metcalfe (Bultaco-GBR): It was a good result for ‘Mecca’ but he was a little disappointed having thought he had dropped less marks.

Bernie Schreiber (325 Bultaco-USA): Looking frozen to death riding in a one-piece-suit with a riding shirt on the top and no gloves, the young American had started the steep learning curve of world trials in 1977. With the opening rounds of the new season both held in cold and wet conditions he was struggling to find the form he knew he was capable of on the Bultaco.

Colin Bell (280 SWM-IRL): After a ‘Tug of War’ between Bultaco and SWM, Colin eventually agreed to move to the new Rotax engine Italian SWM model. He would move from his native Ireland to be based close to Sammy Miller during the season and the SWM importer Cliff Holden’s workshops at Ferndown in Dorset.

Charles Coutard (280 SWM-FRA): The French champion had a slightly different SWM than the ones of John Reynolds and Colin Bell. It was slightly longer and lower and had a softer power delivery from the 280cc engine. After finishing 5th in Ireland he was very disappointed with his result at round two.

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Nigel Birkett (310 Montesa-GBR): Having had some good results since his move from Suzuki to Montesa, Nigel finished in the top fifteen at both the opening rounds. With points only being awarded to 10th position he was disappointed with his form.

Nick Jefferies (350 CCM-GBR): Development of the new four-stroke trials machine continued as CCM boss Alan Clews announced that pre-orders for the proposed 100 machine production run were all sold. After retiring in Ireland the previous week many changes were made for round two, and it was a very creditable result for Jefferies to finish in 31st position in Wales.

Wolfgang Trummer (300 Puch-AUT): Using a Rotax 300cc engine, this Puch ‘Yeti’ model was ridden by the student from Graz. There was talk of the new trials model to be built in the UK or Spain.

TRIAL WORLD CHAMPIONSHIP GREAT BRITAIN, RHYADER, 10 FEBRUARY 1978

ROUND 2

RESULTS: 1: Yrjo Vesterinen (325 Bultaco-FIN) 70; 2: Ulf Karlson (350 Montesa-SWE)

86; 3: Mick Andrews (320 Yamaha-GBR) 94; 4: Martin Lampkin (350 Bultaco-GBR) 99; 5: John Reynolds (280 SWM-GBR) 107; 6: Rob Edwards (310 Montesa-GBR) 109; 7: Christian Desnoyers (310 Montesa-FRA) 112; 8: Bernie Schreiber (325 Bultaco-USA) 112; 9: Joe Wallman (325 Bultaco-AUS) 112; 10: Malcolm Rathmell (325 Suzuki-GBR) 113; 11: Norman Shepherd (Bultaco-GBR) 118; 12: John Metcalfe (Bultaco-GBR) 119; 13: Rob Shepherd (306 Honda-GBR) 121; 14: Colin Bell (280 SWM-IRL) 125; 15: Nigel Birkett (310 Montesa-GBR) 127; 16: Charles Coutard (280 SWM-FRA) 129; 17: Richard Sunter (310 Montesa-GBR) 132; 18: Jamie Subira (350 Montesa-ESP) 132; 19: Mike Skinner (310 Montesa-GBR) 136; 20: Adrian Prato (310 Montesa-FRA) 137; 21: Jean Marie Lejeune ( (310 Montesa-BEL) 138; 22: Chris Griffin (310 Ossa-GBR) 139; 23: Derek Edmondson (310 Montesa-GBR) 140; 24: Alan Lampkin (325 Bultaco-GBR) 140; 25: Peter Cartwright (325 Bultaco-GBR) 140; 26: Chris Sutton (325 Suzuki-GBR) 141; 27: Geoff Chandler (325 Bultaco-GBR) 143; 28: Tony Calvert (325 Bultaco-GBR) 147; 29: Mark Edgar (310 Montesa-USA) 148; 30: Mike Leddy (250 Suzuki-GBR) 148; 31: Nick Jefferies (350 CCM-GBR) 149; 32: Steve Wilson (Bultaco-GBR) 152; 33: Chris Milner (Bultaco-GBR) 152; 34: Franz Trummer (300 Puch-AUT) 153; 35: Dave Thorpe (325 Bultaco-GBR) 155; 36: Giovanni Tosco (SWM-ITA) 158; 37: Chris Davies (325 Bultaco-GBR) 160; 38: Danilo Galeazzi (SWM-ITA) 162; 39; Steve Thomas (175 Yamaha-GBR) 165; 40: Miquel Cirera (Montesa-ESP) 165; 41: Steve Robson (325 Bultaco-GBR) 166; 42: Ray Haslam (250 Suzuki-GBR) 166; 43: Graham Watkins (300 Yamaha-GBR) 167; 44: Peter Oakley (300 Yamaha-GBR) 168; 45: Adrian Haslam (250 Suzuki-GBR) 169; 46: Ian Dodd (325 Bultaco-GBR) 177; 47: Colin Boniface (325 Bultaco-GBR) 177; 48: Christian Kulot (325 Bultaco-GER) 178; 49: Malcolm Cross (325 Bultaco-GBR) 180; 50: Chris Page (325 Bultaco-GBR) 182.

CHAMPIONSHIP POSITIONS, ROUND 2 OF 12 Alan Lampkin (325 Bultaco-GBR): Younger brother Martin keeps his eyes on brother Alan. On a long 45-mile lap of the hazards they rode together, and it’s a good job they did as Martin’s bigger engined 350cc model ran out of fuel in the closing stages. Brother Alan duly obliged and filled him up from his own machine.

POSITIONS: 1: Yrjo Vesterinen (325 Bultaco-FIN) 30; 2: Martin Lampkin (350

Bultaco-GBR) 20; 3: Mick Andrews (320 Yamaha-GBR) 18; 4: Ulf Karlson (350 Montesa-SWE) 17; 5: Rob Shepherd (306 Honda-GBR) 10; 6: John Reynolds (280 SWM-GBR) 6; 7: Charles Coutard (280 SWM-FRA) 6; 8: Joe Wallman (325 BultacoAUS) 6; 9: Rob Edwards (310 Montesa-GBR) 5; 10: Bernie Schreiber (325 BultacoUSA) 4; 11: Christian Desnoyers (310 Montesa-FRA) 4; 12: Jean Marie Lejeune ( (310 Montesa-BEL) 3; 13: Malcolm Rathmell (325 Suzuki-GBR) 2.

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FLASHBACK JACK GALLOWAY

1966: With no father figure Jack did it the hard way; he saved up, purchasing his first motorcycle, a Greeves, at the age of sixteen. After just a few weeks of practice he entered his first trial with L plates fitted at Carlton Bank near Stokesley.

Jumping Jack As a very young trials enthusiast many years ago I eagerly waited for the two-weekly papers to come on Wednesdays, Motor Cycle News and Motorcycle. My memory is still etched with some of the headline stories from all those years ago, and one in particular. I have been and still am very keen on the Scott Trial and in 1972 the exploits of Jack Galloway on his Montesa remain as interesting then as they are today, as you will find out in this article. Just ten miles from the finish his new prototype aluminium handlebars snapped and he crashed. He finished the event, just missing the win. The fact he had been in the Parachute Regiment was rewarded with the headline to this article – ‘Jumping Jack’. I had seen Jack occasionally in more recent times but it was to another lifelong motorcycling enthusiast, John Watson, during a phone call that I gave the task of talking to the man himself to confirm the Scott Trial story and generate the words for this article. Words: John Watson and John Hulme • Pictures: Barry Robinson, Malcolm Carling, Eric Kitchen, Alan Vines, The Nick Nicholls Collection at Mortons Archive, Brian Holder and George McGee

ne of the first questions I asked Jack Galloway was: “What first fuelled your interest in off-road motorcycle sport?” His answer: “John, I have no idea. The only explanation I have is when I first saw the likes of Dickie Preston, the Tate brothers and such riders clashing handlebars as they hurtled round Carlton Bank; I thought ‘this is exciting’. That scrambles course was close enough for me to cycle to as a young lad. Even now I still remember thinking I would love a go at that.” Then after a bit of thought, he added: “I also remember thinking that I might be pretty good at it as well.”

The Zone

It is this sort of confidence and straightforward approach to sport, and life itself for that matter, that made Jack Galloway one of the most talented and toughest competitors around in his day. Way before the term ‘in the zone’ came into fashion, coined by many coaches and just another way of referring to concentration, Jack had the ability to shut everything out around him, studying lines and scowling in concentration. It earned him an unjust tag of being dour. But nothing could be further from the truth. Once free of competition he is and always was the best of company, with a quick wit and a wicked sense of humour, but to achieve the success he craved he gave total commitment to be the best. Born in the market town of Yarm close to Stockton-on-Tees in 1945, Jack attended comprehensive school there, playing all the usual school sports and activities, but he was always happier spending time on his pushbike. On leaving school, he had a couple of job offers and surprisingly he went into farming, as it paid slightly more than some of the other jobs on offer in the area. With no father figure on the scene to help or advise him, Jack did it the hard way and he saved up, purchasing his first motorcycle, a Greeves, at the age of sixteen. After just a few weeks of practice, he entered his first trial with L plates fitted at Carlton Bank near Stokesley. Slightly hot-headed at this age he admits scrambling would have suited him better but with trials, you could ride to the event on the same machine and so overcome any transport problems.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

FLASHBACK JACK GALLOWAY

1967: He purchased a Triumph Tiger Cub from Comerfords and soon became friendly with that well-known wizard of motorcycle fettling, the great Reg May.

On the day he raced around with his mate ‘Black’ Simpson, never once looking at sections, but on studying the results, he knew he could achieve more. Come his second attempt he studied every section, watched other riders and learnt, finishing with a 2nd class award as a certain Ray Sayer took the Premier award that day. Jack managed to ride for about a season and a half, and, surprisingly at such a young age and with little experience support, arrived from local Greeves stockists Scott and Wallace of Guisborough, helping him to ride his first SSDT. Sadly it was no fairy tale debut, retiring the first day when the Gudgeon pin circlip on the piston tried to find space down the side of the piston and the Greeves seized-up solid. Sammy Miller went on to win that year, with Jack returning home miserable and hard up, and he decided to retire from trials.

Parachute Regiment

Joining the army and passing the tough selection process for the Parachute Regiment was no mean feat in itself. Jack thought the high adrenalin life of a ‘Para’ would replace the ‘Buzz’ he so desired from riding motorcycles, and it did. He recalls: “I was all geared up and ready to make my first jump when I suddenly thought ‘what the Hell am I doing up here!” It was to be the first of more than fifty drops he made. He then met the love of his life, the lovely Pauline, and they married in 1967, and they still are happily married to the present day. While in the army he and Pauline spectated at a local trials event and sure enough the ‘bug’ bit him once more. With Pauline urging him to ride again. Riders of today please

Sticking with Comerfords and a change to Bultaco saw Jack hit a purple patch with some great results, but the money shortage almost finished him again.

note: he purchased a Triumph Tiger Cub from Comerford’s, soon becoming friendly with that well-known wizard of motorcycle fettling, the great Reg May. So began his second stint at trials at the age of twenty-one. Comerford’s had a couple of teams on the go at this time including the late Martin Lampkin, Malcolm Rathmell and Alan ‘Sid’ Lampkin in the top team. Geoff Chandler, Paul Dunkley and Jack would be the ‘B’ team. Jack rode the Triumph to many fine wins even though reliability was a bit of an issue. Sticking with Comerford’s and a change to Bultaco saw Jack hit a purple patch with some great results, but the money shortage almost finished him again. It was only a splendid runner-up berth in the national Hoad Trial that lifted him and kept the string of good results going. Jack was unfortunate in one respect like so many great riders of that era, emerging at a time when Sammy Miller was almost invincible. But Jack’s results, noted by the army, picked him to ride for the army team in the ISDE of 1969 on a BSA B40, unfortunately breaking down on the final day to almost certainly rob him of a medal. The following story Jack insists has no bearing on him leaving the armed forces. On being chosen to ride for the army against the Swedes and winning, on one particular night of celebration, Jack relates: “The Swedes had supplied us with new 250cc Husqvarna Enduro machines and showing off, I suppose, I did a wheelie across the parade ground. The outcome was that I overcooked it, stepped off the back and stuffed the new motorcycle into the side of one of their huts. That was the first short-wheel-based Husky in existence.”

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

1971: An early Saracen outing at the Colmore Cup.

1971: Team Saracen at the Scottish Six Days Trial: Left to Right: Steve Wilson, Ron Goodfellow, Jack Galloway and Jon Bliss. Saracen was owned by Ron Goodfellow.

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FLASHBACK JACK GALLOWAY

1972: Looking very ‘modern’ in the new colours of riding kit that moved away from the traditional black.

1971 SSDT: Jack stands proud with his 125cc Saracen.

At most trials Ralph Venables would stand at the bottom of a hill climb that had been included in the event to take marks off the ‘Tiddlers’. Jack developed his own technique, starting close in on the climb and keeping plenty left in the little motor to reach the top, much to Venables’ annoyance.

1971 SSDT: The crowd interest in the ‘Micro’ machine’s performance was everywhere.

Saracen Production

On leaving the army in 1970, he moved to Cheltenham, where he was offered the chance of a job building new trials motorcycles for Saracen owned by Ron Goodfellow. This was at the birth of the ‘Tiddler’ revolution, or ‘Micro’ machines as they were titled, as they continued to break new ground in trials. Jon Bliss and Frank Underwood were the others in the trials team. As a growing motorcycle brand, the firm was also involved in exporting many machines to the USA. Jack recalls: “The very respected leading authority and journalist on trials, Ralph Venables, hated the screaming ‘tiddlers’ as he called them, he was more for the big thundering four-strokes. At most trials ‘R.V.’ as he was known would stand at the bottom of an almost impossible hill climb that had been included in the event to take marks off the little ‘tiddlers’ to prove how useless they were”. But Jack developed his own

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

technique, starting close in on the climb and keeping plenty left in the little motor to reach the top, much to Venables’ annoyance. With the red Saracen machines came one of the very early sightings of its riders in the very first coloured riding gear from Lennie Thwaites of TT Leathers fame. This colour scheme was Jack’s design. Looking splendid in the new riding kit on the red Saracen he won the 125cc cup, finishing 8th, and never had a five all week. Winning trials is hugely important to manufacturers for promoting machine sales. After important wins on the Saracen by Jack in such popular trials like the St David’s the sales would rise considerably, and so Jack’s motto was: “Win on Sunday, Sell on Monday.” Disappointingly, after two happy years at Saracen, the bubble burst, and Jack moved on to a Cotton Minarelli for a short while before heading up North nearer to his roots, settling at Great Ayton and a further change to Montesa.

1971 SSDT: Looking splendid in the new riding kit on the red Saracen he won the 125cc cup finishing 8th, and never had a five all week.

FLASHBACK JACK GALLOWAY

1972 Greensmith: A week after this picture the one big regret of his riding would happen as he was cruelly robbed of a Scott Trial win.

So Close

1972 SSDT: Very much in control on his way to 9th overall.

The one big regret of his riding career is not having his name on the Scott winner’s trophy, having come so close to achieving this in 1972 on the Montesa. One of Jack’s sponsors at the time, Renthal, had started manufacturing the high rise aluminium handlebars which were so in demand at the time and Jack had no option but to use them. The problem was that the ‘high-rise’ handlebars would flex so much around the clamp area, and the company would soon learn that you needed a small radius to remove the chances of breakages in this stressful area. It was certainly his day at the Scott and he was leading by a mile both on observation and time. Around ten miles from the finish just after ‘Washfold’ going downhill, one side of the handlebars sheared off at the edge of the clamp and he crashed. After picking himself up Jack did some quick fettling, managing to bolt the two parts back into the clamps separately to get going. With the handlebars all over the place and fighting for control he just hung on, footing through the final sections to gain a finish. Amazingly Rob Shepherd, also Montesa, just snatched the win by one mark on observation and three on time from Jack. That should have been his year. He was gutted. But he can still look back on that day with pride for an impressive gutsy ride. This ride in the Scott had been well noted, and soon he would receive a call from Don Smith at Kawasaki.

1973 Kickham: From Left to Right: Eddie Smith, Martin Lampkin, Alan Lampkin, Mick Bowers and Jack with his new ‘Boss’ at Kawasaki Don Smith.

1972 Peak: His ride in the Scott had been well noted and soon he would receive a call from Don Smith at Kawasaki.

1973 Kickham: He would continue riding the Montesa until the new Kawasaki arrived.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

FLASHBACK JACK GALLOWAY

When the 250cc model arrived it proved much better but nowhere near as good as the Spanish machinery that was available.

1974 Scott: 10th position was the reward for another hard day.

The new 450cc Kawasaki arrived just before the start of the SSDT and it looked a monster. Jack: “It was the biggest heap of junk I had ever ridden”. As honest as ever, Jack could not believe what he had been given to ride, and Smith did not like his honest comments.

Team Kawasaki

Smith had been given a huge budget to develop a new trials machine for the Japanese brand, and Jack agreed to ride it in the 1973 Scottish Six Days Trial, with the added incentive to compete on it in the European Championship. The newly built 450cc Kawasaki arrived just two weeks before the start of the SSDT, and it looked a monster. Jack had purchased a new car in Kawasaki colours on the strength of it, but it went pear-shaped as Jack explained: “It was the biggest heap of junk I had ever ridden”. As honest as ever Jack could not believe what he had been given to ride and Smith did not like his honest comments, and there was something of a personality clash between the two. When they brought the 250cc model out, although not perfect, it proved much better but nowhere near as good as the Spanish machinery that was available. The Kawasaki team were Don Smith, Richard Sunter and Jack. Travelling to the Polish round Jack had experience of venturing behind the iron curtain, arriving at the border with gun turrets as far as the eye could see. Jack says: “Richie was oblivious to the dangers and after more than 20 hours driving, as Jack wouldn’t hand over the wheel, he dropped to sleep, crashing in a big way. Once they both came round, and with no broken bones, they quickly unloaded the machines, hiding them in the forest, before the police came to arrest them. Once their explanation was accepted, they were taken back to the scene of the crash, and everything that could be pinched off the crashed car had gone, even though still guarded by a policeman. Back into the forest, they found their ‘hidden’ machines and the guard could not believe what he had missed out on as they rode them away. Even after such a catastrophe they eventually made it to the trial, where Jack finished seventh.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

1974 British Experts: A top ten position was achieved in Wales.

FLASHBACK JACK GALLOWAY

1975 Scott: The win remains elusive as Jack comes back down ‘Washfold’ on the way back to the finish to take another Scott Silver Spoon.

Trials Schools

As his career drew to a close around the beginning of the 1980s, Derek Clark of Clark Motorcycles, Yarm stepped in. Knowing Jack would be the man to push the sales of Fantic for Roy Carey. And as Jack says: “I cannot speak too highly of Derek. One of the best people I ever rode for.” Jack would be one of the first to run a trials school, to help young riders break into the sport and he ran it with a similar military discipline acquired in the army. If the riders did not show enthusiasm or messed about and wasted time, they found themselves doing press-ups before allowed to ride again. It worked, Jack displaying a photo of himself

and maybe 20 to 30 riders and half a dozen or more of these young kids such as Gerald Richardson, Phil Alderson and Steve Williams who I recognised, all went on to have successful careers and are still riding to this day. Jack finally achieved his goal of riding motocross, the sport he originally wanted to do, when Great Ayton’s John Burdon became the Moto Villa importer. Although fast and a brave, aggressive rider, regrettably he had to admit arriving at this point too late in life. So there you have the up-to-date story of one of the finest and most talented riders this area has ever produced. The years have been kind, nothing much changing apart from the mullet. As you can imagine,

1981 Alan Trophy: Jack on one of the early Aprillia trials models.

1980 SSDT: As his career drew to a close around the beginning of the eighties, Derek Clark of Clark Motorcycles, Yarm stepped in, knowing Jack would be the man to push the sales of Fantic for Roy Carey.

Jack and Pauline do not do ‘pipe and slipper’ mode as they now do adventure riding, and have explored more than 26 countries extensively and continue to do so. They have two sons, Daniel and Sam, Sam heavily into football and Daniel, at one time, sharing the gift of Dad’s talent for off-road, contesting the Schoolboy Motocross Championships, before changing disciplines to become an extremely efficient trials rider. The time spent talking to Jack and Pauline proved absolutely brilliant, and there were so many more things that we just did not have the time to touch on, but a very, very nostalgic afternoon was spent in their company, and I thank them for that.

1981 Motocross: Left to Right: Jack Galloway, Gary Taylor and Rod Harrison with machines supplied from Great Ayton`s John Burdon who became the Moto Villa importer.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

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CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 24

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WHO IS MICHAEL MARTIN

A Brummie

The interesting part of producing magazines is that you never know what adventures the articles of stories may lead to. In the case of the Mickmar story in the last issue we had quite a few phone calls asking the question, who is Michael Martin? My father Ron used to bring his name into conversation on many occasions, recognising his superb engineering skills, but it was Mick Bowers who initially made the connection for the magazine. In the sixties, seventies and early eighties the cottage industry of motorcycle innovation in Great Britain was still a dynamic force in the trials world. Michael Martin stands out in my eyes as with a small team around him he did not just produce a frame conversion, they actually produced a whole complete motorcycle.

Wherever it is displayed the Mickmar always stands proud.

Article: John Hulme with Michael Martin

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 24

WHO IS MICHAEL MARTIN

Attention to detail can be found on the rear wheel adjustment.

MICHAEL MARTIN — ENGINEER: On leaving school he joined BSA as an apprentice in 1953 and became ‘Chairman’ of the Apprentices in the final year of his five-year apprenticeship. A couple of years after his apprenticeship he went on to be a BSA Higher Management Trainee. Michael always speaks very highly of the training that he had while a youngster at BSA. For a couple of years, he was a Nuclear Project Engineer at Joseph Lucas, and then returned as Senior Designer at BSA Group Research. They then moved to BSA Redditch, which was the Head Quarters of the General Engineering Division, where he became Group Chief Development Engineer. The Redditch factory was switched into the BSA Motor Cycle Division, and Michael was in charge of Motor Cycle Two-Stroke Development. Then all Research and Development activity was switched to Umberslade Hall, where he became the Single Cylinder Project Manager. MICHAEL MARTIN — ADMINISTRATOR: Michael followed in his father Tom’s footsteps as Secretary of the Birmingham ‘30’ MC. The Birmingham ‘30’ was formed at the end of the war from the 30th Bn Royal Warwickshire Regiment, Home Guard. The Home Guard ran a grass track at their HQ. It was next door to Edgbaston, and the grass track area is now a car park for the cricket stadium. He was Assistant Secretary of the Midland Centre ACU and was also a member of the Competitions Committee of the ACU.

Bob Currie used this superb open engine drawing in an article on the Mickmar project for Motor Cycle.

MICHAEL MARTIN — RIDER: Yes, the passion to compete was always there and he was a competent rider in cross country events. Following his brother Brian Martin, he became the BSA Competition Manager in 1959, as sidecar passenger with Bill Howard in the BSA outfit. Then he went solo and enjoyed many successes in trials at club level. His moment of glory was to win the then prestigious Solihull Half Crown Trial. At centre level, he enjoyed the occasional win while scrambling. He got through to many semi-finals on the old Red Marley Freak Hill Climb. He comments ruefully that he was knocked out at the semi-final stage by some very big names — Brother Brian Martin and Alf Hagon to name a few. He rode in four ISDTs once as a sidecar passenger with Bill Howard — the last time BSA ever entered chairs in the works team.

The Clutch Story

To capture the true ‘British Bulldog’ spirit of the Mickmar project, we take a look at the Clutch Project. It’s only when you read this that you start to understand just how a project works. MICHAEL MARTIN: The story of the clutch that was used on the Mickmar engine is an encapsulation of the total Mickmar story and, indeed, a commentary on the collapsing UK motorcycle industry in the seventies. As far as those of us involved with the Mickmar project in Selly Oak were concerned, there was no real technical difficulty in designing a clutch for our engine. Clutches are straightforward enough, and you can knock the parts out quickly and for a few coppers per bucketful. What you did need though was some relatively heavy press tooling; this equalled heavy money — something we was not well blessed with! Initially, while in discussions with Greeves, it appeared likely that they could supply us with a suitable clutch. When Greeves lost interest in Mickmar that clutch supply line dried up. However, another door seemed to open with the Birmingham firm Aerco Jig and Tool

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

This open gearbox drawing also by Bob Currie is once again from an article on the Mickmar project for Motor Cycle.

WHO IS MICHAEL MARTIN run by Matt Holder. Matt is best known in motorcycling circles for purchasing the remnants of the Scott motorcycle business in 1950. Thus Aerco had produced the last Scotts ever made. Aerco’s main business was making jigs and fixtures for the automotive industry, but as well as Scott, Matt Holder also purchased redundant tooling from other failed motorcycle operations. What interested us at Mickmar was that he had purchased the tooling and rights of the 250cc Royal Enfield crusader, and this included the clutch. We knew that Matt Holder was a ‘difficult’ person in that he didn’t just see anyone that turned up. However, we had a very good go-between in Dennis Smallwood, Midland area manager for the piston manufacturers Hepworth & Grandage. Dennis was a boating enthusiast, and he regularly used the experimental departments of the motorcycle manufacturers to make bits for his boat — on the ‘QT’, of course! As the industry dwindled, so the importance of Mickmar to Dennis increased. He knew Matt Holder and agreed to fix a meeting.

The Aerco Meeting

When George Sartin handed over the restored Mickmar to the Sammy Miller Museum the man himself, Sammy Miller, rode the machine.

Inside this case is the ‘Famous’ clutch.

So Dennis telephones me to report that he has arranged for me to see Matt Holder, and he will pick me up; we have to be at Aerco at exactly mid-day. We turned up as arranged at exactly mid-day, to arrive at double gates barred and bolted that prevented us entering the Aerco factory. However, as we arrived a gentleman came out of the works to let us in. He was wearing a brown cow gown tied up with binder twine — this was Matt Holder himself. With some enthusiasm, he showed us round the plant which was very neat and looked so very well organised. During the walk round, he showed us the Crusader room with a row of new Crusader engines together with some of the tooling including the clutch tooling. I was so encouraged by seeing this actual tooling. At the end of the tour, I then asked the question ‘can we do a deal on the Crusader clutch?’ The reply from Matt was that he could not possibly do that and, if he did, I would never forgive him. He explained that he had been keeping a close eye on what we were doing at Selly Oak and that people in the trade such as Dennis Smallwood had been keeping him in the picture. He was immensely proud of what we were doing and, in Matt’s opinion, it would tarnish the whole Mickmar project if we took a short cut and used someone else’s clutch! My protestations about the cost of tooling fell on deaf ears. ‘You and your lads at Selly Oak are doing great things; you go away and design the greatest clutch ever. Your engine deserves it.’ I was very glum. Before leaving the Aerco story, Matt during his conducted tour showed me a machine in the corner of one of the workshops about the size of a small desk. Proudly Matt says to me ‘what do you think that is?’, ‘It looks as though it folds paper’ was my response. ‘You are near correct enough’, Matt says. Now you have to believe me, but I can assure you that Aerco Jig & Tool made their own envelopes. Honestly, they made their own envelopes!

We Need a Clutch

The Mickmar project will not die! French trials enthusiast Oliver Barjon on the left is restoring another Mickmar, with Michael Martin’s help.

Other things were going on that eventually offered us salvation. Ever since we had set up at Selly Oak, we had attracted the attention of Stan Hackett, who was the prototype purchasing manager at BSA Small Heath. We knew Stan well as he had performed the same function at the BSA Motor Cycle Research Centre, Umberslade Hall. Indeed Mac McGowan knew Stan from back in the Royal Enfield days as they had both worked for Enfield. Stan had always been on at us to manufacture prototype bits for the old firm. We were far too busy saving the motorcycle industry to permit us to waste time on working for BSA or anyone else. Stan protested that we could be making money instead of throwing it away, but we would not be persuaded. Following the abortive Aerco visit the only other possibility for a clutch seemed to be the BSA B50 clutch. A bit man-size for our engine, but any port... The next time Stan Hackett visits us at Selly Oak we ask the question ‘can we have the B50 clutch?’ Within the day Stan was back. He had spoken to Alister Cave, the big cheese at Small Heath at the time, and he had told Stan that Michael could have anything he wants for his engine and at a proper manufacturer’s discount price. But we had to make some prototype parts for Stan. That explains while our 250cc trials engine was fitted with the same clutch that had brought 500cc MX world glory to BSA and why we made a bit of money, although not enough, at Selly Oak.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

TEST FANTIC 125

Bosis Special THE

Many of the machines used in the far away world rounds such as America and Canada were left there after the events and used by the various importer-supported riders. Some were sold after the event. Many were ‘Pukka’ works prepared machines, but some were standard ones where the riders took with them their suspension and engine tuning parts. These were a form of disposable machine, and in many cases, a rider would rotate around three or four machines during any one season. At the end of the competition season Fantic, together with many other motorcycle companies, was donating used competition machines to its riders and also to important members of their team. This is exactly what happened to this factory prepared machine that Diego Bosis had been using. Here Italian collector Carlo Ramella tells us the full story of the machine and how it came into his hands, and our foreign test rider Justyn Norek Jnr test rides the machine. Words: Justyn Norek Jnr, John Hulme and Carlo Ramella Pictures: Justyn Norek Jnr and Bogdana Norek

To get the best performance from the 125cc engine you have to rev it hard.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

TEST FANTIC 125

A forward action kick-start is a Fantic trademark.

The 240 model frame happily accommodates either the 125cc or 212cc engines.

What is It?

CARLO RAMELLA: This factory prepared ‘works’ Fantic 125 found its way after its working life into the private hands of riders in the Piedmont region in Italy near where I am based, and it was used by different owners in clubman trials competitions. Eventually, it was acquired by my nephew Rodolfo who has used it, as had many young boys of his age before him, just for fun. After some time he asked me if I could sell it for him. I went and viewed the Fantic and did not realise that it was an ex-Diego Bosis machine and the significance of it. I advertised it for sale, and two teenagers came to view it, but we could not agree on the price otherwise this Fantic might have been lost forever....or even worse dismantled for spare parts! One day my good friend and ex-trials rider Pippo Bartorilla visited me and I showed him the Fantic: “I am very interested in purchasing it” he said “as it’s a very special trials machine” — I was not interested in keeping it, so we quickly agreed on the price and I sold it to him. After some months he came to me with this machine all perfectly cleaned up with new many new parts and he said to me: “This Fantic is an ex-works machine of Diego Bosis; I recognised it because during those years I was often riding with Fabrizio Cerchio who was the Fantic Team sports trainer, and I have seen this machine several times.

switching to 125 for competition use due do the age limit. At this point, I explained I wanted it back, and it duly came back to my collection, and so I was very happy, to say the least. From time to time I use it for an ‘Old Trial Competition’ or mountain trips, just for fun, because it’s so light and easy to ride over any terrain with a good power delivery despite the fact it’s ‘only’ a 125cc. This machine now joins its other Fantic brothers as I have one of the prototypes Jaime Subira Fantic 300 ex-works models and an ex-works Renato Chiaberto Fantic 300. Yes, I love my three Fantic machines!

Paint markings on the wheel hubs remind you that it tasted international action.

I Want it Back

CR: I could not believe that I am such a serious collector of trials machines and did not realise what it was… Pippo showed me some details confirming this is ex-Bosis machine like the special brake pedal, foot-rests, Mikuni carburettor, a ‘super soft’ clutch action, special mudguards and number plate holder, all relevant to this Bosis machine. The give-away I should have spotted was the 240 model frame as Bosis was training using a 240 engine before

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

The test team.

TEST FANTIC 125

It’s a known fact that the standard rear silencer works better than any aftermarket one.

Giving it the factory look is this front light/number board.

For an increase in performance a Mikuni carburettor was fitted.

It looks like the front forks have had a hard time.

How Good?

Holding your chosen line is so easy.

JUSTYN NOREK JNR: When I asked my good friend Carlo what trials machines we could test from his collection he suggested the Fantic 125cc ex-works machine of the late great top Italian trials rider of the eighties Diego Bosis, as along with him I am a secret Fantic fan! The machine test took place at Carlo’s mountain house where he has a wide variety of terrain to ride on. Carlo and Pippo (Bartorilla) were already waiting for us with the machine prepared and ready for some static pictures. Without wasting too much time, we took the Fantic to various places searching for attractive shots. As I am keen on four-strokes, I was particularly curious to try this small two-stroke. One kick on the forward rather than backwards kick-start lever and the engine was running with its particular ‘Fantic’ sound that you easily recognise. The kick-start arrangement is unique in the trials world, but you very soon get used to it and appreciate the benefits of being able to start the engine while sat down on the machine. With my father busy, my mother, Bogdana, had come along to take the pictures, and much to my delight I soon had her stood in position in the river! After a few minutes of riding around to get the feeling of the Fantic and I jumped down into the stream bed. The first thing that impressed me most is how light this machine feels; I believe this is very much a good feeling from all the Fantic trials machines I have ridden, they feel immensely light to ride and in action.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

TEST FANTIC 125

A Lightweight Sensation

With an excellent Marzocchi suspension package at the front and rear the handling was excellent.

JN: I believe that this was due to the fact that they started with a 125cc engine capacity size before moving to 156cc and then to a 212cc before finally arriving at the 249cc. This lightweight sensation changed the way trials machines were ridden, introducing the style of Thierry Michaud and Jordi Tarres. The ease with which you could move the Fantic around was incredible. I must say that it feels very close to the modern machines but, of course, with limitations due to its age. Another feature I also quickly felt at home with was the handling and riding position which was just perfect for me. It has excellent brakes, and the suspension is always allowing for an easy passage over obstacles while easily remaining in full control of the machine. The main concern (or difference) for me when riding was that you had to rev the engine harder to get the performance from it. At the start of the test, I stalled the engine few times, but this was 100% rider error on my part. As I became more familiar with it, I was thinking of just how Diego would have felt about changing the engine from the 125cc for the 212cc one as it would have given it so much more power but continued with the lightweight sensation. Another great aspect of the machine is a very light clutch action which resisted all my abuse when trying modern ‘tricks’. If I only we could fit the 249cc engine, but Carlo will not allow me to do that, so I have a solution. I will find and buy a 249cc Fantic as there are still plenty of such machines around and now I understand why those models are so popular in classic trials. As you can gather, I was very impressed with this Fantic and my only regret was not watching Diego Bosis perform on it. And now for a little bit of advice: just go out and buy a Fantic whether it is a 125, 156, 212 or 249, just buy it!

EX DIEGO BOSIS 125cc FANTIC TRIAL SPECIAL SPECIFICATIONS

Motor Fantic-Minarelli type FM250, Two-Stroke, Single Cylinder, Air-Cooled Bore and Stroke 55.2 mm x 52 mm Capacity 124.4cc Compression Ration: 12:1 Max. Power @rpm: 12cv @ 5500 rpm Max. Torque 1.36 kgmt @ 4708rpm Ignition Electronic Ducati or Dansi Lubrication Mix 2% of Castrol 2T Carburettor Mikuni 26 mm Clutch Multiple Discs in Oil Bath Gearbox Six Speed. Frame Fantic 240 Model; Duple Cradle Type in Tubular Steel Suspension Front: Telescopic Hydraulic Fork Marzocchi 35 mm Ǿ; Stroke 170 mm; Rear: Marzocchi 5 Position Adjustable; Stroke 110 mm; Rear Wheel Vertical Movement: 145 mm Wheel Rims Front: Akront WM/1 21”; Rear WM/2 18” in Aluminium Tyres Front: Pirelli “Moto Trial” 2.75 x 21”; Rear: Pirelli “Moto Trial” 4.00 x 18” Fuel Tank Thermoplastic Capacity 4.5 litres

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

MAKE A DATE 2018

French classics 92

We are constantly asked by many readers concerning the healthy classic trials scene in Europe. Maybe you want to find some information and ride in them? Well, if you do, we have some details here on the events in France. If you are a club in Europe and want to share your events with us at Classic Trial Magazine please email us at: england@trialmag.com. The same goes for the events in the United Kingdom. Article: Classic Trial Magazine

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 24

MAKE A DATE 2018

Provence Trial Classic

The club ‘Provence Trial Classic’ was born in 1999 and Thierry Aubert is the President. With 130 members it’s an exclusive Vintage Trials Club. It is the largest French club dedicated to the classic trial. In addition to the Ventoux Trial Classic they organise two other events in the format of the Classic Two-day trial with individual classification as opposed to the team element.

The Ventoux Classic Trial

This will take place on the 13th and 14th of October in Malaucene at the foot of Mont Ventoux in Provence. This will be the 19th running of the event. The club usually celebrates the event with the invitation of great past riders, and in 2018 this will be a true legend of trials as the guest of honour is Mick Andrews along with some other famous names. Other special guests have included Gilles Burgat in 2011, Thierry Michaud in 2015, and Charles

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

Coutard in 2016. The ‘VTC’ as it’s now known was created in 1999 and in 2005 it became a team trial. The classification is not individual but by teams comprising three riders competing in the same category of difficulty. The VTC is one of the most important classic trials events in Europe with 380 riders. Registrations for entries are made exclusively on the website www.ventoux-trial-classic.com from June 20th. Regarding accommodation, there are hotels and cottages for everyone; once again visit the website: www.ventoux-trial-classic.com. The nearest airport is Marseille-Provence, which is approximately 100km from Malaucene.

for hosting the Paris Dakar — Prologue— in the 80s. A great event that once again is a real success; go to www.lastours-trial-classic.com

Lastours Trial Classic

The Classic Trials scene continues to grow in Europe and around the world so why not be part of it? Here at the magazine we have contacts who can deliver your own machine to the events at very reasonable prices; trust us, when you ride in one you will truly enjoy the experience.

The Lastours Trial Classic, held in the last weekend of February, is this year on the 24th and 25th February — but the entry is already full. The club welcomes 250 riders at Domaine de Château Lastours near Narbonne, a winery known in France

Sunday Ride Trial Classic

The ‘Sunday Ride Trial Classic’ is on March 24th and 25th 2018 at the famous Castellet circuit Paul Ricard, in the Var. This trial takes place in the context of the ‘Sunday Ride Classic’ which once again is a great event to celebrate the vintage motorcycle scene in France with races on the circuit, exhibitions, etc. More information can be found on the website: www.sundayrideclassic.com

All Roads Lead to the Highlands...

The Preâ&#x20AC;&#x2122;65 Scottish Two-Day Trial 2018

Kinlochleven nr Fort William Fri 4th & Sat 5th May The Edinburgh & District Motor Club email info@pre65scottish.co.uk Image: Stuart Edgar on a 350 BSA Photo by Jack Knoops

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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 2018 • ISSUE 24