Classic Trial Magazine Issue 25 Summer 2018 by Trials Media

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

Issue

PRE-65

SSDT LEGEND

ULF KARLSON 1988 SHIRT JNR SUMMER 2018 Issue 25 • UK: £6.25

OPPORTUNITY

LEGEND

PRE-65

FLASHBACK

SSDT 1978 1978 JOHN HULME FIRST TIME SSDT

FLASHBACK

FIRST TIME

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TRIAL ZERO 1 BOOT FOUR COLOURS NOW AVAILABLE

Picture: Ulf Karlson (Montesa-SWE), 1978 SSDT Credit: The Nick Nicholls Collection at Mortons Archive

Cover Photo: John Shirt Jnr (Honda-GBR) 1988 SSDT Picture Credit: Eric Kitchen © 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 �� 10 Shopping �� 14 Subscribe �� 46 Poster �� 49 Shop �� 60 Back Issue �� 88 Parts Locator �� 90

FEATURES Traditional �� 16 Pre-65 SSDT

Classic Competition �� 24 1978 SSDT

Opportunity �� 36 John Shirt Jnr

Legend �� 54 Ulf Karlson

Profile �� 62 The Lucketts

Sport �� 74 Kia Championship

International �� 80 1978 World Championship

My First Time �� 86 SSDT John Hulme

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

JEFF SMITH: TRIALS MASTER, MOTORCROSS MAESTRO

Ian Berry's much anticipated official biography of motorcycling legend Jeff Smith, which includes more than 390 pictures illustrating the life and times of this off-road legend, was released at the Telford Show in February where the man himself was happy to sign books. At approximately 470 pages this massive bio features Jeff's story from his early years in Lancashire, through his learning phase riding his father’s motorcycle on WWII rationed petrol, to his meteoric rise within the British and European trials and motocross professional ranks. After leaving BSA in the early 1970s he continued his association with motorcycles via Can-Am and AHRMA and remains to this day an avid motorcyclist, engineer and mechanic. Price: £60 + P&P. The book is available on: www.amazon.co.uk

TELFORD 2018: HAGON SHOCKS Thousands of off-road fans descended on Telford’s International Centre for the Classic Dirt Bike Show sponsored by Hagon Shocks for Europe’s largest classic off-road event. The halls were filled to the rafters with some of the very best off-road machines from numerous clubs and private restorations while the outside autojumble focused on off-road sport was also busy. The star guests – Gerrit Wolsink, Colin Dommett, Peter Duke and Alf Hagon – caused a stir as they spoke about their career exploits on stage with Jack Burnicle. Jeff Smith MBE also made the transatlantic journey to sign copies of his new book at the show. The coveted Best in Show prize was awarded to a stunning 1969 Jawa 420 motocross bike owned by Bill Henson. Other weekend winners included a 1967 250 Greeves Anglian, which won Best Trials, and the Westmorland Motor Club, who won the Best Club Stand. Event planner Andy Catton said: “The standard of machines on display during both days of the annual show was again excellent. I would like to thank everyone who attended the show including all our traders, guests, exhibitors and our loyal sponsor, Hagon Shocks, who brought an impeccable Dave Cooper collection of historic Hagon bikes!”

LEVEN VALLEY TWO DAY TRIAL 2018 The recently reformed Kinlochleven & District Motor Cycle Club – affiliated to the Scottish ACU – were proud to announce a new event to take place in autumn 2018. The event, entitled the Leven Valley Two Day Trial, will take place on the weekend of September 29th & 30th based around the Highland village of Kinlochleven. Catering for Pre-65 and Twin-Shock motorcycles, the entry limit of 180 riders was filled within the first week of the entry forms being made available. Based on the fact that there has been a healthy demand for an event to cater for the above-mentioned machines the club had asked locally about the idea of the event, which was met with resounding support from local landowners, businesses and agencies to organise the event on their ground. The event will encompass areas such as the Mamore Road and onwards to Loch Eilde. The course will be completely offroad using estate roads, paths and open countryside. Competitors’ machines do not have to be road legal. John Hulme – Classic Trial Magazine: “This is fantastic news for this superb area in the Highlands which has such a strong sporting heritage associated with motorcycle trials. I remember first visiting the area in 1977 for the Scottish Six Days Trial watching my heroes Mick Andrews and Martin Lampkin, who won on his Bultaco, and I have been coming back for over forty years such is the attraction. We will be attending the event to give it the coverage in the magazine it deserves; a new event in the calendar. Imagine re-living a ‘golden’ era for motorcycle trials, as that is what it’s aimed to replicate”. Check out the club’s website for current information: www.kinlochlevenmcc.co.uk

Trial Mag 0817.pdf

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07761408060 CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

TRIALS GURU JOHN MOFFAT

The main man, Jeff Smith.

Telford Show title sponsor Hagon celebrated 60 years of trading in 2018. Ian Berry and Jeff Smith sign the new book.

John Lampkin on his father’s BSA Gold Star.

BLETHERING WITH FOLK

The early part of the calendar is usually taken up by going to various motorcycle shows. It’s the precursor to the sporting season and isn’t a new phenomenon, and it’s good to meet up with old friends when you have a bit of time to chat and talk about motorcycles. The Telford OffRoad show is definitely the number one for those enthusiasts who are interested in scrambling and trials, be that twinshock or Pre-65. A couple of years ago my old friend Alan Wright sold the Telford show rights to Morton’s Media and the tongues started wagging that it wouldn’t ever be the same. How wrong they were! Wrighty was retained in a consultancy role, and

that made sure that the tradition was maintained. I have to say that I wouldn’t miss Telford, although I rarely see all that the show has to offer as I am usually blethering with folk and miss quite a lot, when I think about it. But does it matter? Not a jot, how else would I get information for my website and meet up with friends in the sport? Morton’s have thankfully held on to the ‘spirit’ of Telford and resisted the temptation to alter it to include more racing exhibits as the clientele is very much offroad enthusiasts. Change that and then the spirit would have a different flavour! I was very fortunate to purchase a copy of Ian Berry’s fantastic biography of Jeff Smith. I had been conversing with Ian

for a couple of years on social media and Telford gave me the opportunity to meet him in person, and I think we hit it off really well. We both have a lot in common, we both like motorcycles especially scrambles and trials; what could be better than that? We also write a lot about the people who competed, Ian about scrambles and motocross and myself on trials. Oh yes, almost forgot, I also met Jeff Smith, had my copy of the limited edition book autographed by the man himself and met his daughter Chris, who is herself a motorcyclist and has a great knowledge of the sport. Motorcycle shows? Yes, they sure do have their place, and pre-season they get everyone in the mood.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

TRADITIONAL PRE-65 SCOTTISH

MY RIDE

Mike Rapley

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 25

TRADITIONAL PRE-65 SCOTTISH

It was the afternoon of April 30th, 2016, at the conclusion of the Scottish Pre-65 Trial at Kinlochleven, where I was chatting with my good trialing friend Tony Swidenbank who had just completed the trial on his Drayton Bantam. "It's your seventieth next year isn't it?" said Swinny, "you should be riding this trial, so how about if you put in an entry and you can ride my Cub as a birthday present?" That seemed a pretty good idea, so come the following October when the regulations and entry forms became available I slipped up to Kendal to take pictures of his very smart Cub and duly sent off my entry form — only to learn that I failed to make it through the ballot. Twelve months later exactly the same scenario was played out, "It's your seventy-first next year, blah de blah de blah", but come October, I thought can I really be bothered to go through all that palaver just to ride a trial? — and it is a palaver, what with all the special requirements needed to simply send off an entry. No other trial in the world demands such a performance, so I really couldn't be bothered. Pictures: Eric Kitchen and Yoomee

ome a very late November, when 'Swinny' says "have you entered it yet?", which pushed me into getting my act together and I duly sent off the entry with just a few days left before entries closed. Convinced I would never make it through the ballot, I thought no more about it until I was driving home from my last ACU Committee Meeting at Rugby when the phone rang just as I was at a service station having stopped for fuel. It was Tony, "I'm going to have to get this Cub fettled for you now aren't I!" "What on earth are you on about?" says I, "Well now that you're in the Pre-65 you'll need to have a couple of rides before to get used to it" he said.

Delighted

I have to say I was delighted with the news as I finished my journey back home just a few days before Christmas and less than three weeks before my 71st birthday. So seven weeks before the Pre-65 at Kinlochleven was due to take place, I took delivery of Tony's very smart machine and rode it in the Poacher's Bag Trial in Lincolnshire. It's hardly the best venue of woods and tight turns to prepare for the big rocky streams of Scotland, but hey, with 55 years of trialling experience any ride is good enough to get the feel of a strange machine! I didn't ride it well but did thoroughly enjoy the event, and then just two weeks before the trip up to Scotland I rode again in a Yorkshire Classic Big Bike Trial in which other Pre65 machines could compete, and went round clean. On to Scotland, and here's where it all goes wrong. Scrutineering — no problem. Riders' parade — no problem. The first section, a big five, simply out of touch with the machine; but at least the first five is out of the way, and I followed it up with three very tidy cleans on what were quite difficult sections, which took me to the bottom of Pipeline. I walk the hill, doing the usual bit of chit-chat, and return to my bike to join the queue, then when it comes to my turn next to ride the machine simply will not start. Half an hour later, having exhausted every option open to me on the hill, having been given lots of help by Paul Baddeley, there was no other option but to return down the hill to the car park.

It's Dead

Back in the car park two Dutch guys offered help and encouragement as we tried to locate the reason for no spark. The tank was off, spark plugs were tried, plug cap removed, side case removed; but it was totally dead. Somebody suggested that I go and see Albert Bergada, who, I confess, I didn't know

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

from Adam, but then I'm not a Pre-65 aficionado. What a wonderful guy! He's a Spanish enthusiast who apparently goes to all the big classic trials with a van full of everything and anything that the Pre-65 scene riders might need. He immediately set to work on the machine, checking and testing everything, only to declare it was dead. Yes, I know! "So do you want me to make it go?" Albert dived into his van and produced an entire PVL ignition system for a Cub and proceeded to remove the old one and fitted the new. Obviously the job took him some time, and all I could do was hang around like a spare *****, as my engineering knowledge is, to say the least, limited! However, the Cub did eventually fire back into life and I was able to complete the second loop of the day, having had to forego the Blackwater loop. Shame that! At this point let me say that all was not yet over. Hot, sweaty, agitated, overweight, unfit — I was never going to be a star that afternoon. If there was a hole to fall into, I fell into it. If there was a slippery rock to take a dab on, I used it and took it. The new ignition was too advanced and to start it every time took dozens of kicks, which made my dodgy right knee look like a swollen melon — and as it was a bit like riding a cruise missile my abuse of the clutch, holding it in check, overheated it which resulted in me and the Triumph being stranded down by the loch-side and having to push it to a stream to kick water over it to cool it down! Then the swinging arm nut obviously took a disliking to me, preferring to spend the rest of its life nestling in the Scottish bracken somewhere.

Time to Call it a Day

Despite my well-known enthusiasm for motorcycling in general, and trials riding in particular, I have to say that I had experienced enough for my twelfth Pre-65 Scottish and reluctantly decided to call it a day, preferring instead to mount my e-bike on Saturday morning with friends and ride the Mamore Road to see the Callert sections. I sincerely thank Tony for the loan of his precious steed and to Albert for his enthusiasm, knowledge, ability and van full of Pre-65 bits to enable those of us who ride such events to be able to carry on when all else appears to have failed. I know that I failed miserably and on reflection perhaps should have retarded the ignition on Saturday morning, found a nut for the swinging arm and taken a gallop round Saturday's much easier course. But hey, it's only a trial, there's plenty more to come, but maybe not a Pre-65 in Scotland. Getting through the ballot was the first step, which proved to be the easy bit!

TRADITIONAL PRE-65 SCOTTISH

Macdonald

TRIUMPHS Sorting out a three-way tie to find the result of a trial when all three riders have failed to lose any marks is always going to cause some level of controversy depending upon your personal view. Many clubs have no formal regulation to resolve such a situation, so when such a tie occurred in the Edinburgh Club's Pre-65 Scottish Two-Day Trial between previous winner Dan Clarke, Dan Thorpe and last year's victor Gary Macdonald, there was inevitably some dispute as to who would be declared the winner. Should it be the oldest rider, in this case, Clarke, as is the normal way in many classic trial organisations? Should it be the rider of the largest capacity machine, as in this case Macdonald? Or should it be declared a tie? However, the Pre-65 Scottish organisers had catered for such an eventuality, and the win was given to Gary Macdonald as he was on the largest capacity machine, a 350 Triumph. And so, for the second successive year, the trial was formally won by the resident of the host town, Kinlochleven, which nestles in the heart of Scottish trials territory. Report: Mike 'The Bike' Rapley â&#x20AC;˘ Pictures: Eric Kitchen, Yoomee, John Hird and Matt Betts

ith the sport of trials being populated entirely by amiable, good-natured guys, all three riders took the decision in good heart; Macdonald because he is a local and it's obviously good for the village. Thorpe, of course, would have loved to have been declared the winner to match his father Dave's previous success and, therefore, be the first father and son winners. Clarke equally so because he no longer rides frequently, and it proves that he retains so much of the talent he demonstrated when riding the major World and British Championship events. Of course, the many hundreds of spectators at the event will each have had a personal opinion but when all is said and done, who would want to make such a decision knowing full well that whatever was decided would not satisfy everybody?

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

TRADITIONAL PRE-65 SCOTTISHa

Callum Murphy (BSA): His father provided the winning machine for Gary Macdonald, but it was two-stroke power for his son.

Dan Clarke (Triumph): Talented on a modern or classic machine. Dan Thorpe (Triumph): Parting with no marks and finishing third, Dan still chases that elusive win.

Ben Butterworth (Ariel): It was certainly a wet first day, as we see here with Ben plotting his way through the deep water.

Robbie Weir (BSA): His reward for hanging on so tight, as seen in this picture, was the Best Newcomer Award.

James Harland (Triumph): Always a formidable rider at the event, he also competed in the six days.

James Noble (Ariel): This rare picture captures ‘Bobble’ with his tongue in as he shoots the rapids on the big Ariel!

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John Charlton (Triumph): One of the riders on the reserve list, who was informed he had a ride on the Monday before the event.

Rob Bowyer (Triumph): Another rider who started out as a strong contender for the win.

TRADITIONAL PRE-65 SCOTTISH

Mark Harris (Ariel): A regular winner of the Best Foreign Rider Award, Mark is based in Southern Ireland.

Mark Sunter (Ariel): Another rider who enjoys Scotland, he also rode in the six days on the slightly easier to ride Gas Gas. Darren Wasley: Making his debut in the event, ‘Waz’ was riding a machine on loan from David Dench, of Kia car fame.

Andrew Paxton (BSA): It’s a brave man in the wet with no gloves as he goes for the clean!

Everyone wants to ride

Once again the trial entry was massively over-subscribed with a 25 strong waiting list. Come the start of the event on the Friday morning, all 25 reserves had been allocated a ride — the full-house entry of 200 set off faced with two very full days of riding, of 30 sections with each day in two separate loops; odd numbers going one way and even numbers the other. Unfortunately, the programme didn't match the direction the competing riders actually took, as we found out! The plethora of beautifully prepared machines all burst into life at 9.30am, for now, traditional parade around the village before the first two men set off at 10.00am, Cnoc a Linnhe being the first hazard for the odd numbers and Loch Eilde Burn the first group for the even numbers. Unfortunately, it was not long before the first of what proved to be a very long list of retirements - 40 in total - were back at the old aluminium works car park, some mechanical and some through fatigue. Both Cumbrian's Edward Dobson and Andrew Bingley on beautiful newly manufactured 500 Ariels were out of the trial; Bingley with an ineffective clutch after just two sections and Dobson with a health problem that necessitated a visit to the hospital. Bingley was able to repair his clutch, but his travelling companion was obviously not well, so he did the right thing and took his fellow engineer to Fort William for tests. The author of this report faired a little better with a totally dead, sparkfree, Triumph Tiger Cub after just four sections and although the Drayton framed machine did eventually fire back into life some three and a half hours later with an entirely new ignition thanks to Spanish genius Albert Bergada it was in all reality all too late. Out on the hill, the riders were finding the first day's action was proving particularly tough. Experienced Pre65 riders in the trial reckoned that

the sections had been toughened up considerably and the big loop round Blackwater was in particularly vicious mood due to the incredibly wet winter the area had experienced, and even the short stretches of moor on the easier loch-side loop were difficult, with deep ruts from previous events proving quite testing. The opening day of this famous trial, now well into its fourth decade, is always more difficult than the second day and this year was no different. For many reasons, retirements kept returning to Kinlochleven with various tales of woe, whilst those having trouble free rides were often finding the time schedule difficult to meet, such as the tough going across Blackwater.

What's the story?

The first day's results declared only Dan Clarke as going clean and Dan Thorpe as retired with Macdonald on five marks lost but there were some discrepancies in the results, for it was actually Dan's father Dave who had retired after an excursion together with his machine over the edge of Pipeline, fortunately without injury, whilst Macdonald's five was wrongly transcribed. Previous winners Rob Bowyer and James Harland, both riding Triumphs, were on three and five marks respectively whilst Darren Wasley although ten down on time had only lost one mark in the sections. Come the conclusion of the first day there had been 27 retirements, with probably the most surprising being Paul Bennett, who had finished the day with a painful leg only to find after visiting the hospital that he had actually broken his fibula, and was in a cast with instructions to visit his local hospital where it would need plating! The day had been fairly inclement with persistent drizzle and low cloud on the hills making everything a little unpleasant, though nowhere nearly as bad as can often be experienced in the Highlands.

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TRADITIONAL PRE-65 SCOTTISH

Mark Jackson (Triumph): With the rain hammering down it’s time for 100% concentration. Yrjo Vesterinen (BSA-FIN): Enjoying life with his restoration projects and riding in trials ‘Vesty’ as always gives everything his very best, including his desire to keep his feet up and clean hazards!

Leslie Winthrop (Triumph): The Scottish rider appears to have been around on the trials scene forever. Donna Fox (BSA): This was an excellent first time ride in this male-dominated event and one she should be very proud of, winning the Best Lady Rider award.

Philip Wiffen (Matchless): Showing total control of this big four-stroke machine on his way to the Best Matchless/AJS over 300cc rider award.

Alan Crayk (Cotton): Better known in the trials world as ‘Chips’.

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TRADITIONAL PRE-65 SCOTTISH

Stuart Blythe (Triumph): What is it with trials riders and pulling tongues out, I ask?

A better day

Saturday was altogether a much better day with mild, bright and dry conditions and a much easier route and, indeed, sections, with the result that Friday's higher than expected scores were generally much lower on Saturday through the same number of 30 sections. With the overnight scores corrected and updated Thorpe, Macdonald and Clarke were obviously tied on clean sheets, so it was very much a case of who could keep their nerve. With all of them being the experienced SSDT, national and British Championship contenders that they are, all three kept their feet firmly on the footrests with the result being the tie that was eventually resolved in Macdonald's favour for his second win in this most prestigious of Pre-65 classic trials. The rest of the entry undoubtedly had less pressure upon them, and it was obvious that everybody was thoroughly enjoying day two where many had found day one a significant test greater than they would have previously experienced in this event. With 200 starters, picking outstanding rides is not only difficult but arguably unfair to all the others who manfully completed what had obviously been a testing two days, but the performance by Donna Fox merits mention for she finished 20th overall on 16 marks lost having been a magnificent 11th on day one; undoubtedly the best performance by a woman in this event's history and a ride she should be very happy with.

Stephen Murphy (BSA): Riding around with fellow Irish rider David Coughlan, Stephen won the award for the Best up to 200cc class award on his BSA. Ian Peberdy (Triumph): The Triumph Twin housed in many different frames remains a firm favourite for this classic trials event. We wonder just how long it will be before the ‘New’ Triumph manufacturers venture into the trials world once again.

2018 PRE-65 SCOTTISH TRIAL BEST PERFORMANCE: 1: Gary MacDonald (Triumph), 0; 2: Dan Clarke (Triumph), 0; 3: Dan Thorpe (Triumph), 0

BEST PERFORMANCE ON FIRST DAY: Gary MacDonald (Triumph) 0

BEST PERFORMANCE ON SECOND DAY: Mark Sunter (Ariel) 0

BEST FOREIGN RIDER: Mark Harris (Ariel-IRL) 11 BEST NEWCOMER: Robbie Weir (BSA) 8 BEST SCOTTISH RIDER: Calum Murphy (BSA) 4 BEST RIDER OVER 60: Yrjo Vesterinen (BSA-FIN) 14 BEST RIDER ON A RIGID UP TO 250: Martyn Mick Grant (BSA): John Hulme: “It’s quite ironic that in later years I only really started to appreciate just how good a road racer Mick Grant was. It’s always a pleasure to spend time with him”. Mick once again won the award for the oldest finisher.

Stanistreet (James) 117

BEST RIDER ON A RIGID OVER 250: Andy Abraham (Scott) 244

BEST WOMAN: Donna Fox (BSA) 16 BEST OVER 350: Rob Bowyer (Triumph) 6 BEST 251-350: James Harland (Triumph) 5 BEST 201-250: Darren Wasley (Triumph) 13 BEST UP TO 200: Stephen Murphy (BSA) 17 BEST MATCHLESS/AJS OVER 300CC: Philip Wiffen (Matchless) 17

OLDEST FINISHER: Mick Grant (BSA) 74 SPECIAL FIRST CLASS AWARDS: Calum Murphy (BSA)

Past, future and present

Martyn Stanistreet (James): Winning the award for the Best Rider on a rigid up to 250 machine.

Neil Dawson (Sprite): It’s one finger on the clutch of the Frank Hipkin manufactured Sprite.

Those who are aficionados of the Pre-65 Scottish inevitably had many and varied opinions about the trial, its past, its future and indeed its present, but whatever those views may have been there's no doubt it remains as popular as ever, though arguably whether it will attract as many entrants next time remains to be seen as there's no doubt that this year's event, particularly on the first day, was unexpectedly difficult and testing for many riders, especially of the older generation at which it was aimed when first mooted back in the early eighties.

4; James Harland (Triumph) 5; Rob Bowyer (Triumph) 6; Ben Butterworth (Ariel) 6; Robbie Weir (BSA) 8; James Noble (Ariel) 9; John Charlton (Triumph) 9; Mark Sunter (Ariel) 10; Mark Harris (Ariel-IRL) 11; Darren Wasley (Triumph) 13; Andrew Paxton (BSA) 13; Mark Jackson (Triumph) 13; Yrjo Vesterinen (BSA-FIN) 14; Leslie Winthrop (Triumph) 15; Alan Crayk (Cotton) 16; Paul Dennis (Triumph) 16; Donna Fox (BSA) 16; Philip Wiffen (Matchless) 17; Murray Whittaker (Triumph) 17; Stephen Murphy (BSA) 17.

FIRST CLASS AWARDS: Diego Urreta (Ariel-ESP) 20;

Sam Clarke (Triumph) 21; Stuart Blythe (Triumph) 21; Nicholas Paxton (BSA) 23; Neil Dawson (Sprite) 24; Dennis Sweeten (BSA-USA) 24; Liston Bell (BSA) 26; Eric McMeekin (BSA) 27; Michael Erving (Ariel) 27; James Francis (BSA) 27; Gary Baker (Triumph) 29; Richard Allen (Ariel) 29; Matthew Neil (Ariel) 29; Ian Shedden (Cotton) 33; William Gillespie (Pitrite) 33; Kevin Chapman (Trifield) 35; Mark Smith (Ariel) 35; Ian Peberdy (Triumph) 36; Paul Edwards (Ariel) 36; Mike Watson (Triumph) 36.

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FLASHBACK 1978 SSDT

Lampkin's well-earned treble

If you ever put the late great Martin Lampkin in a difficult situation on a motorcycle, you could guarantee you had a fight on your hands if you were chasing a victory. Never, ever one to give in, he made his 1978 Scottish one very much to be remembered. Winning the 1975 FIM World Championship on the Bultaco had given him a whole new world of self-belief, and you could tell. The SSDT adventure had started in 1967 with the Best Newcomer award on the BSA but the elusive first victory would have to wait until 1976, and then again in 1977 when he destroyed the opposition. His winning score in 1976 had been 37 marks lost, and in 1977, 27 marks lost with Malcolm Rathmell next on 57 and Nigel Birkett on 60. The event's severity was about to change in 1978 as you are about to find out. Yes, Lampkin still won but parted with 99 marks lost! Words: John Hulme and Morton's Archive â&#x20AC;˘ Pictures: Andy Gregory, The Nick Nicholls Collection at Morton's Archive, Iain Lawrie and Yoomee Archive

he 1978 FIM World Championship battle was at its height as Martin Lampkin and the reigning champion from 1976 and 1977 Yrjo Vesterinen were treating it like a world heavyweight boxing match! Both Vesterinen, from Finland, and Great Britain's Martin Lampkin were Bultaco factory riders. At the opening two rounds in Northern Ireland and Great Britain Vesterinen had won and taken a small advantage from his British rival. Lampkin had come fighting back with a win in Belgium before taking second place behind the American Bernie Schreiber in France. It was now time for a break in the championship, with neither Vesterinen nor Schreiber at the Scottish; would Lampkin have enough in reserve to take another win?

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FLASHBACK 1978 SSDT

Mick Andrews (Ossa): Starting the week looking very much a winner, the change from his regular Yamaha to the Ossa must have affected his riding. Never one to complain he welcomed his friend Martin Lampkin as the third member, along with Hugh Viney, to the exclusive club of three consecutive SSDT winners.

DAY 1 Sections: 34; Mileage: 85; Daily Award: Mick Andrews (Ossa), 5.

Rob Edwards (Montesa): One of the first riders to congratulate Martin Lampkin on his win; he knew he had been beaten by a better rider. Having finished second in 1970 it was another case of so close but so far for the Montesa man. John Reynolds (SWM): This was a superb result for John. SWM were very new to the trials world but his machine never missed a beat all week, and it was a jubilant Cliff Holden who shook the hands of his young star.

Having won the SSDT from 1970-1972 for Ossa before his move to Yamaha which gave the first wins for a Japanese manufacturer in 1975 and 1975 Mick Andrews would make his attempt for victory back on an Ossa in 1978. On a day when he did very little wrong and was the sole rider to part with no marks on the difficult Callart Falls' eight hazards 'Magical' Mick held a clear lead at the close of the day's action. In contrast, the 1976 and 1977 winner Martin Lampkin was in trouble very early in the day. He made a schoolboy error on the 4th and 5th hazards at Callart Falls when he mistook the section begins and ends, and realised it too late as he pulled the clutch in to have a five-mark penalty added to the observer's scoreboard. In excellent dry trials riding weather, it was the ex-British Youth Trials Champion Chris Sutton who was the surprise package. He had an excellent day on the Beamish Suzuki to finish in front of the vastly experienced Rob Edwards. Sweden's Ulf Karlson on the prototype full 350cc Montesa was well on the pace, followed by Rob Shepherd and Martin Lampkin as the only riders recording sub-twenty scores. RESULTS: 1: Mick Andrews 5; 2: Chris Sutton 13; 3: Rob Edwards 14;

4: Ulf Karlson 16; 5: Rob Shepherd 17; 6: Martin Lampkin 20; 7: Jaime Subira 23; 8: John Reynolds 23; 9: John Metcalfe 24; 10: Brian Higgins 24.

Mick Andrews (Ossa): Flat tyres are always an unwanted problem for riders at the SSDT. Here Mick changes the rear innertube on his Ossa at the roadside on the Wednesday in the rain.

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FLASHBACK 1978 SSDT

DAY 2 Sections: 32; Mileage: 107; Daily Award: John Metcalfe (Bultaco) 12.

Ulf Karlson (Montesa-SWE): ‘Super Swede’ was the new nickname of Ulf Karlson. Always a very strong rider, it was now becoming obvious that the foreign riders were starting to become genuine challengers for a coveted SSDT victory. Jaime Subira (Montesa-ESP): Along with his fellow Montesa team rider Karlson, the Spanish rider was on a full 350cc prototype version of the Montesa Cota 348 model. He was plagued by the addition of a five-mark penalty every day until Thursday as the scrutineering team had allowed his machine into the event with no side stand fitted.

Rob Shepherd (Honda): Riding a brand new 360cc long-stroke Honda that had only arrived on the Thursday prior to the event’s start on Monday was maybe a little too much to ask. The four-stroke machine looked magnificent in its bright red colour scheme but in truth, with such little practice on the machine his seventh position was a fair result.

A narrow gully with five hazards opened the day's action on the Tuesday at Kilmonivaig. As riders struggled up the rocky gully, a huge queue started to emerge as the riders began to have delay time added on to their daily cards. Rider after rider had well over 60 minutes added to their day's running time. The best rider up the five hazards was Ulf Karlson as both Monday's leader Andrews and Martin Lampkin parted with marks. The long run out over the Spean Bridge and to the four hazards at Laggan Locks was once again carried out in dry, albeit a little cool, weather. Karlson was annoyed with himself after he was awarded a five for riding over a section marker. It was Lampkin's dreaded early start day, and he made the situation worse as he went the wrong side of a marker at Switchback. The man on form though was big John 'Mecca' Metcalfe. The talent was shining through, and he was at his very best on the same rocks where Lampkin had gone the wrong way at Switchback. Returning in the May sunshine to Fort William Andrews just hung onto the lead as Lampkin dropped further away from it. Despite it only being day two Mick Andrews had now parted with one more mark than the 1977 winner Lampkin. RESULTS: 1: Mick Andrews 28;

Norman Shepherd (Bultaco): Looking very much like he might beat his elder brother Rob at one point during the week, Norman had a very consistent week’s riding.

2: Rob Edwards 31; 3: Ulf Karlson 34; 4: John Metcalfe 36; 5: John Reynolds 42; 6: Chris Sutton 43; 7: Alan Lampkin 44; 8: Malcolm Rathmell 45; 9: Brian Higgins 45; 10: Martin Lampkin 46.

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FLASHBACK 1978 SSDT

Malcolm Rathmell (Suzuki): It was quite obvious all week that he looked less at home on the Beamish Suzuki, having moved to the Anglo-Japanese machine in 1978 from Montesa.

John Metcalfe (Bultaco): Winning a Best Rider daily award is no mean feat but that’s what he achieved on the Tuesday. Alan Lampkin (Bultaco): This was a good result from the 1966 winner on a BSA. Alan was part of the runner-up Bultaco ‘A’ team with younger brother Martin and Dave Thorpe.

DAY 3 Sections: 32; Mileage: 92; Daily Award: Martin Lampkin (Bultaco, 13.

It was now Martin Lampkin's turn to go to the back of the entry, and he was on a mission. The rain had arrived, making for difficult riding conditions, but Lampkin would have none of it. After the ride to the four hazards at Callart Falls and the ride over the top and down past Callart Cottage it was then over the Ballachulish Bridge and up Glencoe. Ten hazards would be taken on the exposed hillside at Achallader as the rain lashed down before the lunch stop at the Inveronan Hotel. After lunch, the new river hazards at Ba House and Chairlift would be attempted. The huge white unforgiving boulders were just up Lampkin's street as he parted with a miserly four to the twenty of Mick Andrews. Rob Edwards was very steady all day, and he used all his six-day trial experience to appear as the new leader of the trial. Used for the very first time, both Ba House and Chairlift had continued to push all the riders' scores up. Front and rear wheel punctures in the closing stages of the day added a further eight marks to Ulf Karlson's score as he remained in touch with the lead. John Metcalfe had another steady day to round off the top five positions, which were covered by just ten marks. RESULTS: 1: Rob Edwards 55; 2: Mick Andrews 56; 3: Martin Lampkin 59;

4: Ulf Karlson 64; 5: John Metcalfe 65; 6: John Reynolds 72; 7: Norman Shepherd 76; 8: Alan Lampkin 77; 9: Chris Sutton 79; 10: Rob Shepherd 80.

Nigel Birkett (Montesa): In the early part of the week Nigel had struggled to get the best out of his prototype 350cc Montesa as it was running very strange. On Wednesday evening the problem had been traced to a loose ignition stator. The machine had left the Spanish factory with the securing bolts for the stator plate too long, meaning that they ‘bottomed out’ leaving the crucial ignition timing to its own devices!

John Hemingway (Bultaco): John is greeted by his two young children Dan and Ben at the side of the road at the Kilmonivaig hazards on the Tuesday.

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FLASHBACK 1978 SSDT

Wolfgang Trummer (Puch-AUT): The Austrian Puch factory wanted a part of the trials market and produced this tidy looking 300cc ‘Yeti’ model. Ridden to 24th position by the young student it looked at one point like it would be produced under licence in the UK by the Norton Villiers Group. With problems over the use of the Rotax engine which was being supplied under an agreement to SWM nothing ever materialised of the machine.

Brian Higgins (Suzuki): With the production of the new 325cc Beamish Suzuki imminent, the machine that Higgins rode in the event featured a new frame configuration. Looking immaculately prepared, the rumour was that it was a pre-production model before the launch later in the year.

David Hooke (Bultaco): Feet-up and on full attack mode David takes his Bultaco up the big step at Altnafeadh on Monday morning.

DAY 4 Sections: 33; Mileage: 113; Daily Award: Martin Lampkin (Bultaco), 11.

Walter Luft (KTM-AUT): Also involved in a new trials project was the experienced development engineer from Austria, Walter Luft. This was one of two KTM trials machines in the entry. The other was ridden by West Germany’s Felix Kranstover.

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For Lampkin, it was now a case of 'game on', with the 350cc Bultaco suiting his full-on riding style. It was the turn of Rob Edwards to take the early day as the rain continued on and off for most of the day. He looked very calm and collected, and at the close of play, he was only three behind Lampkin having not conceded a five-mark penalty all day. You can tell when any competitor is at the top of their game and this was extremely evident with Lampkin. With his forceful riding style showing the Bultaco no mercy he rode to clean after clean. His superb demolition job at the four hazards at Camp drew rapturous applause from the crowded river banks of the enthusiastic supporters who were witnessing th`e Yorkshireman at his very best. Southern-based rider Geoff Chandler was also a man on form, on the Bultaco supported by the Windsor Competitor Shop. The ride around the Moidart Peninsula is most welcome to the riders as it's very much a road-based day and Chandler had some excellent rides along with Lampkin moving him into the top ten. He and Lampkin were the only clean rides at the final hazard of the day at Rubharuadh before the riders boarded the Corran Ferry as they returned to Fort William. RESULTS: 1: Martin Lampkin 70; 2: Rob Edwards 73; 3: Mick Andrews 73; 4: Ulf Karlson 79; 5: John Reynolds 90; 6: John Metcalfe 96; 7: Rob Shepherd 99; 8: Geoff Chandler 108; 9: Norman Shepherd 114; 10: Nigel Birkett 115.

FLASHBACK 1978 SSDT

Walter Luft (KTM-AUT): The sharp eye of photographer Andy Gregory took the only known public picture to exist of the cylinder head and barrel removed from the KTM.

Geoff Parken (Fantic): Another rider with a huge talent, Geoff took this little 125cc Fantic to the Best up-to 150cc machine award.

DAY 5 Sections: 30; Mileage: 62; Daily Award: Ulf Karlsson (Montesa-SWE), 11.

Colin Bell (SWM): Despite showing so much enthusiasm for the new SWM project Colin Bell returned his machine after the event and went back to a Comerfords supported Bultaco. Colin was a very talented rider who did not pursue a trials career but returned to Ireland and his studies.

Now it was time for the kill as Martin Lampkin put the hammer down in his quest for a third successive Highland victory. On a day when he stretched his lead over his rivals into a much more secure position, he was pushed all the way by the new 'Super Swede' Ulf Karlson. The opening hazards were once again at Callart Falls, and they were in a mark-taking mood. Karlson stopped in the first one as Lampkin went clean with a very forceful attack on the Bultaco. He was looking more confident day by day, and it showed. It was Rob Edwards' early day, but he was not fazed by it, and he was riding with a confident streak showing through. The day's route would take the riders up Grey Mare's Ridge before the ride over to Bradileig and down to Spean Bridge. Ten hazards on the lower slopes of Ben Nevis would soon sort out the men from the boys, with three in the river before a further seven higher up on the steep rocky hillside. Karlson was the best, parting with five as Lampkin lost seven and Edwards 11. Many riders considered that the hazards at Ben Nevis had moved away from the tradition of the more 'open' ones found in the event as the organisers had marked them with not much room for movement. RESULTS: 1: Martin Lampkin 82; 2: Rob Edwards 97; 3: Ulf Karlson 100; 4: Mick Andrews 101; 5: John Reynolds 114; 6: Rob Shepherd 119; 7: Jaime Subira 129; 8: Norman Shepherd 133; 9: Geoff Chandler 142; 10: John Metcalfe 142.

Steve Thomas (Bultaco): Cheshire Centre Trials Champion Steve fulfilled his ambition of competing in the Scottish Six Days Trial.

Debbie Evans (Yamaha-USA): She was competing with support from the American ‘Cycle News’ motorcycle paper, Gordon Farley who supplied the 175cc Yamaha and BERM who were a UK company importing American after-market parts fronted by Bill Emmison. He had been instrumental in organising the trip for the young American lady. She did not disgrace herself either, with some very spirited riding cheered on by very enthusiastic crowd support as she eventually finished in 109th position.

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FLASHBACK 1978 SSDT Martin Buuron (Montesa-NL): After crashing his machine the fuel tank had split on Martin’s Montesa the previous year and burnt itself out. He returned again in 1978 with a superb colour scheme on his fuel tank to remind him of his moment of fame when he had been called the ‘Frying Dutchman’.

DAY 6 Sections: 29; Mileage: 76; Daily Award: John Reynolds (SWM), 5.

Terry Brailsford (Yamaha): Using the reliable Yamaha TY 250 on his first ride at the event. Terry is using some good old ‘English’ body lean at the top of Garbh Bhein but has to concede a single dab.

'It's not over until it's over', were Martin Lampkin's thoughts as he contemplated joining an exclusive club of riders who had won three consecutive Scottish Six Days Trials in the event's history: 1947-1949 Hugh Viney (AJS) and 1970-1971 Mick Andrews (Ossa). The final day was not an easy one, but Lampkin had a 15 mark advantage. After the ride to Kinlochleven, it was the hazards at Cnoc A Linnhe where he recorded a five, which was added to his score before the ride up the river sections at Altnafeadh and then back over the top past the Control Check at Pump House. He now faced the iconic steep rocky climb at Pipeline and its three consecutive sections. The first three riders up John Reynolds, Dave Thorpe and Mike Skinner all recorded feet-up climbs, followed a little later by Mick Andrews. This hazard was changing all the time though as the loose rocks moved about, interfering with the natural path for the rider. It was a hesitant Lampkin who started the hill in third gear on the big-engined Bultaco before hastily changing down to second, and parting with a dab before both feet came down on the top part and a three was recorded; was it nerves? The man on form though was Reynolds. Riding at the very front of the entry he showed that the new SWM was just as good as he was, and his daily score of a mere five marks reflected this. He started the day in 5th position but when he posted the only clean on Cnoc A Linnhe, he leap-frogged both Andrews and Karlson into 3rd position. The day belonged to Lampkin, however, who openly admitted it had been one of the hardest weeks ever in the history of the Highland event. RESULTS: 1: Martin Lampkin 99; 2: Rob Edwards 113; 3: John Reynolds 116; 4: Mick Andrews 118; 5: Ulf Karlson 119; 6: Rob Shepherd 133; 7: Jaime Subira 146; 8: Norman Shepherd 147; 9: John Metcalfe 153; 10: Malcolm Rathmell 159.

George Gornall (Bultaco): Full of enthusiasm for the sport, George was a much-liked trials character at the event.

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Ralph Bryans (Montesa): Still loving his motorcycle sport the former motorcycle road racer from Northern Ireland he was Ireland's only Grand Prix world champion, winning the 50cc title in 1965.

FLASHBACK 1978 SSDT

1978 SSDT SPECIAL FIRST CLASS AWARDS

RESULTS: 1: Martin Lampkin (Bultaco) 99; 2: Rob Edwards (Montesa)

Bob Lydiatt (Suzuki): Just over ten years earlier Bob had helped Dave Rowland prepare the ‘Thing’ — the BSA Bantam that had taken him to second place at the 1967 SSDT.

113; 3: John Reynolds (SWM) 116; 4: Mick Andrews (Ossa) 118; 5: Ulf Karlson (Montesa-SWE) 119; 6: Rob Shepherd (Honda) 133; 7: Jaime Subira (Montesa-ESP) 146; 8: Norman Shepherd (Bultaco) 147; 9: John Metcalfe (Bultaco) 153; 10: Malcolm Rathmell (Suzuki) 159; 11: Dave Thorpe (Bultaco) 160; 12: Alan Lampkin (Bultaco) 166; 13: Geoff Chandler (Bultaco) 177; 14: Nigel Birkett (Montesa) 180; 15: Chris Milner (Bultaco) 188; 16: Chris Sutton (Suzuki) 190; 17: Chris Clarke (Bultaco) 192; 18: Miquel Cirera (Montesa-ESP) 195; 19: Jo Wallman (Bultaco-AUT) 195; 20: John Hemingway (Bultaco) 199; 21: Helmut Stanik (West-GER) 201; 22: Chris Griffin (Ossa) 213; 23: Gilbert Engstler (Bultaco-AUT) 219; 24: Wolfgang Trummer (Puch-AUT) 227; 25: Mike Skinner (Montesa) 227; 26: Peter Cartwright (Bultaco) 230; 27: Graham Watkin (Yamaha) 235; 28: Giovanni Tosco (SWM-ITA) 236; 29: Brian Higgins (Suzuki) 238; 30: Felix Krahnstover (KTM-West-GER) 244; 31: David Hooke (Bultaco) 243; 32: Clive Smith (Bultaco) 256; 33: Reinhart Welke (Montesa-West-GER) 257; 34: Derrick Edmondson (Montesa) 260; 35: Bo Nilsson (Ossa-SWE) 262; 36: Ken Hall (Montesa) 264; 37: Colin Boniface (Bultaco) 267; 38: Walter Luft (KTM-AUT) 267; 39: Colin Bell (SWM) 272; 40: Mick Wilkinson (Ossa) 287; 41: Martin Karlsson (Montesa-SWE) 288; 42: Brian Hutchinson (Montesa) 292; 43: Richard Whitebread (Bultaco) 293; 44: Geoff Parken (Fantic) 296; 45: Gordon Farley (Bultaco) 298; 46: Tony Calvert (Bultaco) 300; 47: Stuart Oughton (Montesa) 305; 48: Obed Andersson (Montesa-SWE) 307; 49: Ray Smith (Bultaco) 308; 50: John Luckett (Ossa) 310; 51: Bill Wilkinson (Ossa) 314; 52: Chris Myers (Bultaco) 319.

BEST NEWCOMER: Chris Griffin (Ossa) BEST FOREIGN RIDER: Ulf Karlson Sweden BEST AGENT RIDER: Geoff Chandler – Windsor Comp Shop BEST UP-TO 150CC: Geoff Parken (Fantic) BEST UP-TO 200CC: Ady Morrison (Yamaha) BEST UP-TO 250CC: Chris Griffin (Ossa) BEST UP-TO 350CC: Martin Lampkin (Bultaco) BEST OVER 351CC: Rob Shepherd (Honda) BEST LADY: Debbie Evans (Yamaha-USA) BEST FOREIGN TEAM: Austria MANUFACTURERS TEAM AWARD: Montesa: Rob Edwards, Ulf Karlson and Nigel Birkett

MONDAY TOP 10

RESULTS: 1: Mick Andrews 5; 2: Chris Sutton 13; 3: Rob Edwards 14;

4: Ulf Karlson 16; 5: Rob Shepherd 17; 6: Martin Lampkin 20; 7: Jaime Subira 23; 8: John Reynolds 23; 9: John Metcalfe 24; 10: Brian Higgins 24.

DAILY AWARD: Mick Andrews (Ossa) 5.

TUESDAY TOP 10

RESULTS: 1: Mick Andrews 28; 2: Rob Edwards 31; 3: Ulf Karlson 34;

4: John Metcalfe 36; 5: John Reynolds 42; 6: Chris Sutton 43; 7: Alan Lampkin 44; 8: Malcolm Rathmell 45; 9: Brian Higgins 45; 10: Martin Lampkin 46. Les Crowder (Yamaha): Proving that it was still very much an event open to one and all, Les loved his ‘Scottish’ holidays.

DAILY AWARD: John Metcalfe (Bultaco) 12.

WEDNESDAY TOP TEN

RESULTS: 1: Rob Edwards 55; 2: Mick Andrews 56; 3: Martin

Lampkin 59; 4: Ulf Karlson 64; 5: John Metcalfe 65; 6: John Reynolds 72; 7: Norman Shepherd 76; 8: Alan Lampkin 77; 9: Chris Sutton 79; 10: Rob Shepherd 80.

DAILY AWARD: Martin Lampkin (Bultaco) 13.

THURSDAY TOP TEN

RESULTS: 1: Martin Lampkin 70; 2: Rob Edwards 73; 3: Mick

Andrews 73; 4: Ulf Karlson 79; 5: John Reynolds 90; 6: John Metcalfe 96; 7: Rob Shepherd 99; 8: Geoff Chandler 108; 9: Norman Shepherd 114; 10: Nigel Birkett 115.

DAILY AWARD: Martin Lampkin (Bultaco) 11.

FRIDAY TOP TEN

RESULTS: 1: Martin Lampkin 82; 2: Rob Edwards 97; 3: Ulf Karlson Nick Jefferies (CCM): Proud to be riding an all English machine, Nick had thrown his heart and soul into the CCM project with Alan Clews. Working his way up the order into the top 15 the four-stroke machine lost an engine cap early on Thursday morning, and with Scotland’s best mud and water entering the engine it simply blew up! This would be the first time in the long history of the event that a machine from the once proud manufacturing industry of Great Britain did not finish the event.

100; 4: Mick Andrews 101; 5: John Reynolds 114; 6: Rob Shepherd 119; 7: Jaime Subira 129; 8: Norman Shepherd 133; 9: Geoff Chandler 142; 10: John Metcalfe 142.

DAILY AWARD: Ulf Karlsson (Montesa-SWE) 11.

SATURDAY TOP TEN

RESULTS: 1: Martin Lampkin 99; 2: Rob Edwards 113;

3: John Reynolds 116; 4: Mick Andrews 118; 5: Ulf Karlson 119; 6: Rob Shepherd 133; 7: Jaime Subira 146; 8: Norman Shepherd 147; 9: John Metcalfe 153; 10: Malcolm Rathmell 159.

DAILY AWARD: John Reynolds (SWM) 5.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

OPPORTUNITY JOHN SHIRT JNR

Decisions

Imagine having a father who is internationally recognised as one of the best development engineers in the more recent times of the trials motorcycle. John Shirt Snr developed and built a machine with Mick Andrews that would win a world round — the Majesty Yamaha in Great Britain 1980; some accolade you may think, but then it got even better. Shirt Snr then went on to help to develop the sport-changing mono-shock Yamaha, which changed the development of the trials motorcycle forever. His son, John Shirt Jnr, grew up around and witnessed first-hand all these changes, and he had a very successful schoolboy career. During that winning period, he had always ridden two-stroke Yamahas built and developed by his father. He was now riding what many would term the 'Ultimate' single-shock Yamaha. The engine internals was very much produced by his father, who was never frightened to push into new areas with his design ideas. The frame had been given more ground clearance — I could write a book on it! The phone rings and John Shirt Snr takes the call from HRC Honda trials mechanic Derrick Edmonson: "Honda works rider Eddy Lejeune is moving from the team at the end of 1987, and I have permission from my bosses in Belgium and Japan to run a young rider on the 250 Honda RTL. Would John Jnr be interested?". It was time for decisions. Article: John Hulme • Pictures: Eric Kitchen, Toon Van De Vliet, John Hulme, Yoomee Archive, Snr and Dennis Fowler

As with many young riders the adventure into off-road motorcycle sport started with the good old Yamaha TY80. This is the Majesty version built by John Shirt Snr.

he story starts back in July at the FIM World Championship round in Austria where HRC Trials Team boss Francois Deley announced that the threeyear contract term for Belgium's Eddy Lejeune would run out and not be renewed. The three-time world trials champion for Honda from 1982-1984, Lejuene accepted the decision and would eventually move to the Spanish Merlin team for 1988. This decision would also make his mechanic and minder Derrick Edmondson redundant.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

OPPORTUNITY JOHN SHIRT JNR

John Jnr, seen here in his early years with his very proud mother Margaret. She was very instrumental in the business she and John Snr built between them. She sadly passed away in 2004.

John Jnr with the Yamaha Mono-Shock his father was so involved with developing into a machine which changed the face of the trials world forever, after the earlier Yamaha trial involvement with the Majesty project. Seen here in this picture is a very young Robert Crawford at Hawkstone Park.

John Snr and Jnr in 1984.

It was a fully loaded Talbot van seen here on route to the opening round of the World Trials Championship in March 1988. This picture is at the French border crossing on the way to Spain.

Schoolboy Talent

Practising on the RTL at Sant Llorenc De Morunys in the spring sunshine in Spain.

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Derrick had joined the team with Steve Saunders in 1986 and was a mine of information on the four-stroke trials machines from Japan. The machines were very much his 'babies'. He had nurtured them through the development period with both Steve Saunders and Eddy Lejeune, and he was very well respected by his Japanese employers. After speaking with HRC in Japan and Francois Deley, they both agreed that they would send the 270 disc-braked development machine back to Japan at the close of the season but keep the three drumbraked 250cc machines which had been at the disposal of the team. He had been watching the progress of the best Youth A class riders in the UK and John Shirt Jnr in particular. The Shirt and Edmondson families had been friends for many years, and Derrick soon realised that it was the choice of 'Shirty' Jnr that he would take the ride on the Works 250cc RTL Honda. With his world championship commitments over, Derrick spoke with John Shirt Snr about his 16-year-old son, also called John, riding the four-stroke machine in 1988. Derrick would remain very much involved with trials as the mechanic/minder for Steve Saunders with the Fantic for the 1988 season. Father and son agreed it was too good an opportunity to turn down and Derrick prepared a 250cc Honda for Jnr to test. This happened in late November 1987 at Hawk's Nest with Derrick in attendance to explain the machine and how it worked at its best for John. The test went very well despite the fact that Jnr had been getting very good results on the two-stroke Yamaha his father had developed and he felt sure he could soon adapt to the attributes of the single cylinder, air-cooled, four-stroke machine. Derrick explained to Jnr that all he wanted him to do was enjoy riding the machine and he would note his progress. The deal would be the use of the machine and a supply of the spares he had left over from his three years with Lejeune. He then dangled the 'golden carrot' with the parting words: "If your results are good I could always call Japan and see if they would release the development 270 disc brake model for you to use".

OPPORTUNITY JOHN SHIRT JNR

Spain – WTC: Queuing up for technical inspection and signing on.

Spain – Team: John Jnr and John Hulme with the drum brake RTL and the disc brake model at the front.

Transition

It's a well-known fact that the transition from a two-stroke engine to a four-stroke one is not easy. It would be a case of practice and more practice for the new partnership of John Shirt Jnr and the Honda. You must remember, at this time John Shirt Snr and his wife Margaret were still running their successful trials business at Stable Lane in Buxton and so time was at a much-valued premium. You must also remember that John Jnr was not old enough to hold a driving license, and so to help Jnr to get in some riding time on the Honda family friend John Hulme was on hand to drive to two main areas for practise, which would be Hawk's Nest and the home of Mick Andrews at Holloway near Matlock. He would have his first competitive ride on the Honda at the Northern Centre DR Burrows Trial in early December. It was a steep learning curve in the presence of some very good riders, but he did himself proud with a very strong second position behind Nigel Birkett. The next ride would be in the Irish Experts, which was rewarded with a fourth position. Derrick reported back to Honda that he was happy with John's results and would it be possible to send the 270 model back to the UK for John Jnr to compete on. Derrick Edmondson: “I first moved to the Honda trials project with Steve Saunders in 1986 before joining Eddy Lejuene in 1987. I still find it hard to believe that Steve did not win the world championship in 1986, he was definitely the best rider by far. The dynamics of the team changed in 1987 and Steve moved to Fantic and so I swopped over to be the mechanic/minder for Eddy. Both riders were a pleasure to work with and I was very disappointed when the trials team finished, but I very much respected the decision. I knew the four-stroke RTL Honda inside out; in a strange way they were ‘my’ machines as I had spent two years of my life working on them. The development 272cc was quite a special machine. The crankcases had started out as TLR ones but had been extensively machined to suit the new machine. HRC always listened to any ideas I had, which was always reassuring. The clutch was being used more and more in the trials world and I suggested that both Eddy and Steve needed a better clutch in their machines. HRC addressed this and a CR125 model clutch was machined to fit. John Jnr looked more at home on the drum-braked 250cc than on the 272cc disc-braked model. The power was very strange on this machine. In truth Eddy Lejeune had spoken in depth to me about it and he never really mastered it. John was a very promising young rider, and maybe it was too much for a sixteen-year-old but I just wanted to give someone the opportunity with the HRC machines. When John wanted to return the machines I fully understood the decision. I last rode the 272cc in the Scott Trial in the October 1988 before it was returned to the HRC base in Belgium; yes it was some machine!”

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

Spain: It’s a relived father and son Shirt as he finishes his first ever world round in 26th position from an entry of 70 riders just days after his 17th birthday.

Great Britain – Butser Lime Works: The world round started just outside Petersfield.

OPPORTUNITY JOHN SHIRT JNR

SSDT: With the over-suit on and the RTL given the once over all was looking good as he headed out on day three.

Great Britain: The world round was made more difficult as heavy rain affected the area, making for a difficult day for everyone as the mud changed the event.

SSDT: After some good solid riding, seen here at Creag Lundie, the reward was moving up to fourth overall at the close of day three.

SSDT: The dream of riding in the famous event becomes a reality.

Development 270

The machine was shipped to John Shirts Snr's trials business premises at Stable Lane over the Christmas period. When it arrived, it was like a lottery win for the Shirt family. Apart from the Michelin tyres, it was a true 'Works' built trials motorcycle. Many of the parts had been hand machined, and it was very different from the drum brake model he had been riding. Apart from the obvious 'one-off ' parts, the main change was the increase in the cylinder capacity to 272cc. The engine was a little higher in the frame than the 250cc, and it was very obviously much more powerful, and John Snr applied his magic to make this power as usable as possible. John Jnr rode the machine in competition as much as possible, and it was a case of practising at every opportunity. A few Centre victories came his way, but as he was not old enough to ride the machine on the public roads, he was missing the competition of riding against the very best riders. He and his father had decided to ride in the opening world round in Spain in March, and to help with this preparation John Snr spoke with the organisers of the first British Championship round, the Colmore, to see if young John Jnr could ride. He would ride the RTL in the hazards, and his friend, John Hulme, would ride it on the adjoining road sections, Jnr would follow him on his Yamaha DT50! Riding at the front of the entry he would not be allowed to be included in the final results. At the finish, his score would have put him in the top ten.

World Championship

Competing in the opening round of the 1988 FIM World Trials Championship in Spain would be an eye-opener. On 6th March he made his world round debut, two days after 17th birthday. It was a tough world round by any standards, but towards the end of the first lap, the top front fork yoke broke. He and his minder John Hulme dashed back to the paddock, where the one from the drum brake machine was fitted. He was now very late starting his second lap, and despite rushing the majority of the hazards, he came home in 26th position. At the UK round, held in the wet at Butser Lime Works in the south of the country, he came home in 25th position but just eight marks away from the points. One week later in Northern Ireland, it was a tough day, rewarded with a lowly 33rd finish. As all this championship activity was being funded from the pocket of his father the decision was made not to go to the next round in Luxembourg. He only rode the RTL in one more world round in Belgium, where he finished in 25th position.

SSDT: Focussing on staying on line in the water at Lagnaha, the final hazards of the fourth day.

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

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OPPORTUNITY JOHN SHIRT JNR SSDT: It’s day five in the sunshine around the Moidart Peninsula in the morning, before the scare with the engine at the close of the day.

SSDT: On the final day on the rocks at Ben Nevis and nursing the RTL four-stroke engine home to the Best Newcomer Award in 11th position.

SSDT: Full concentration in the wilderness at Ba House on day four.

It’s all eyes on John Shirt Jnr from the TV presenter Jenny Powell posing on the RTL at a trials evening for the local Peak Dale Motor Cycle Club in Buxton.

Practising at Mick Andrews’ trials ground at Elton in Derbyshire.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

OPPORTUNITY JOHN SHIRT JNR

His final appearance in the WTC on the RTL in Belgium where he finished in 25th position.

On the rocks in the Wainwright National Trial in Yorkshire.

Scottish Six Days Trial

Despite struggling with the four-stroke characteristics, after some very encouraging results including a seventh at the Wye Valley British Championship round and a fifth at the Victory, John Jnr decided that the project was worth staying with; especially with the SSDT just around the corner. It was a case of living the dream for John Jnr because as a small boy all he ever wanted to do was ride in the SSDT. The Honda had been prepared for the six days by his father, who would also supply the support. The week started very steadily, and with his riding number 45, Jnr got his early day out of the way finishing in 11th position. He moved up to fourth after Wednesday and things were going well, but he felt the pressure and things slipped a little through the week. After enjoying the road-ride day on Friday, Shirty was riding on the road with mentor and hero Nigel Birkett, and he stupidly overtook Birks racing on the road just before Rhubarb, and the Honda made a horrendous noise and stopped. After restarting the engine the horrible rattle slowly got better, and he rode Rhubarb holding his breath. It was a slow ride back to the paddock to be greeted by his father, and he then explained what had happened. John senior found that a pop-rivet was missing from the airbox which had gone through into the engine. Nothing could be done at this stage, and Shirty nervously rode the last day to finish 10th overall and to the Best Newcomer in a quality field. The cylinder head was removed back in Buxton to find the rivet imbedded in it…very lucky indeed, was the verdict!

Concentrating and feeling for wheel grip in the Jack Wood National Trial.

John Shirt Snr: “I fully supported Jnr with his decision to move from my two-stroke Yamaha to the four-stroke Honda. When both the drum brake and disc brake Hondas arrived the quality of the components really impressed me. The engine was a different ball game all together. When they arrived they would only do 40mph on full throttle and ran very slow, which was not such a good thing for what we wanted. I fitted a Yamaha TY carburettor as the Honda was supplied with a very small bore one. This improved it and so I fitted a 28mm Ø Dellorto, which worked well and improved the performance no end. I had good knowledge of four-stroke engines from my Speedway days and decided to go and see Guy Allott who lived across the road from me. Guy had looked after the speedway engines of the great riders including Ivan Mauger, Ole Olsen and Peter Collins, to name a few. Basically there was not enough adjustment to make any changes and so we took the camshaft sprocket, which was fixed, off the shaft and made a slot in it to give so much more adjustment. This worked a treat and allowed the engine to rev more open and higher. Along with John Hulme who was on a mono-shock Yamaha we went a ride out on the roads and tracks near Hawk’s Nest; the top speed was now closer to 80mph and it would cruise all day at 70mph. I also rode the RTL in a trial to understand it more. John Jnr was very young when he rode the Honda and he learned so much from the experience. After my Yamaha days had finished I needed a new product and I started to import the Gas Gas trials machines. John Jnr knew I needed this to work in order to secure our future and he moved to them to ride and promote the product; he is still doing it some 30 years on.”

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

OPPORTUNITY JOHN SHIRT JNR In 1988 John Snr had started to import the Gas Gas trials machines. John Jnr knew he needed this work to secure the future and he moved to the Gas Gas to ride and promote the product, he is still doing it some 30 years on. John Jnr is on the far left in this picture taken towards the end of the year.

Not For Me

John was still struggling to find grip with the 272cc engine; one minute it was gripping, and the next second it would deliver the power very harsh. Derrick Edmondson told John that Eddy Lejeune had experienced the same problem and preferred the less powerful 250cc engine. Despite these problems, John recorded his only national win on the RTL at the Dave Rowland National. John Shirt Snr at this point was having to look after his business interests after the Yamaha years had finished, and had started to import the Gas Gas machines from Spain. Both father and son Shirts spoke with Derrick Edmondson and after a long test session with the new two-stroke Gas Gas John Jnr decided that was where his future would lie. During the generation of this article, we use quite an extensive archive for pictures. If we have used any pictures by mistake for which we do not own the copyright works and you are the original author, please contact us at england@ trialmag.com

Now the million-dollar question, what did really happen to the Honda RTL John Shirt Jnr rode? He was reunited with the machine at the Telford Off-Road Show on the RTLR Honda Owners’ Club stand, seen here with Patrick Pissis who along with Olivier Barjon and Jean Caillou are all leading authorities on the four-stroke machines. John Shirt Jnr confirmed the machine was the one he rode, identified by the front fork yokes his father had made after the original ones broke at the Spanish world round. Only two sets were manufactured here in the UK.

John Shirt Jnr: “Just think about this opportunity, at 16 years old to be offered the chance to compete in trials on a full factory four-stroke Honda RTL; just imagine being offered the machines of Toni Bou to compete on and that is how it felt. At the time I was riding a monoshock Yamaha which my father had developed into a superb machine and I was fresh out of the Youth A Class, but I do not regret the chance to ride the Honda as it was an amazing experience. I just went for it, not thinking how much of an honour it was to be loaned such a machine. I was confident of my own ability at the time, maybe a little over confident. Truth is the Honda RTL was built for ‘World Class’ riders, and that I wasn’t. In reality it was simply too good for me and my limited experience at 16 years old. I spent hours and hours on the four-stroke but my mistake was only going riding at my local Hawk’s Nest and the home of Mick Andrews which were my ‘comfort zones’. Away from these two venues I struggled to find grip with it, I think because of my lack of throttle control and riding it like a two-stroke. Looking back the machine suited the SSDT because the suspension was unreal, there was no mud and I love riding streams! I also have a massive passion for the SSDT which goes way back to childhood.”

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

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LEGEND ULF KARLSON

LOYA L

In the 1975 Scottish Six Days Trial on the Montesa Cota 247.

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 25

LEGEND ULF KARLSON

Ulf Karlson on the left with fellow Swedish rider Benny Sellman in 1974 at the Italian European round. They enjoyed many good trials battles.

I can proudly say that I rode in the same team as the late great Ulf Karlson. In 1982 I had a contract to ride in Halvarsson clothing as they tried to break into the European trials market - I still have the contract — and Ulf was in the team. My first sight of Ulf was at the 1977 Scottish Six Days Trial when I was a youngster watching the trial and 'snapping' away with my little Kodak camera. He looked a very tough, determined competitor, to put it mildly. Wind the clock forward to a few years ago when I spoke to him at the Swedish world round in 2015 and, in truth, he still looked very much the same — just a little older. His passing was a shock to the trials world as he was quite a private person who lived a very normal life after the winning years in trials. His values on life regarding loyalty would see him ride for just one manufacturer during his successful trials career, Montesa. I have some very good friends in the trials world, and one of the most enduring relationships is with Toon van de Vliet, who I first met at the 1978 SSDT. Toon knows so many people from the trials world in particular, from during their winning years, Yrjo Vesterinen, Bernie Schreiber and of course Ulf Karlson. It was Toon who I turned to for some memoirs of the late great Ulf Karlson. Words: Toon van de Vliet and John Hulme • Pictures: Toon van de Vliet, Yoomee Archive, Rappini/Comment, Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Iain Lawrie and Eddie Karlsson Family

he loss of a unique motorcycle rider like the Swedish 1980 FIM World Champion Ulf Karlson was a big shock for the world of trials and those special people who met him during his career. His fellow competitors and the great number of supporters he had will never forget him and his great style of riding and handling of an off-road motorcycle. He was dedicated to the Spanish manufacturer Montesa for his whole career and the only ever rider to win the world championship for them on a 100 per cent Spanish born-andbred Cota model. In 1975 he was kindly rewarded by the Montesa factory with his own Ulf Karlson Replica Cota 247 when he finished second in the European Championship competition in 1974.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

1975 in the Italian world round.

Something Different

Ulf Karlson was born in Alvangen, Sweden, on the 6th of March 1952 and started trials riding on an air-cooled Puch 50cc moped from Austria. Aged 15 he was attracted to trials just to do something different from the much more popular motocross sport in Sweden, which had a much larger following. When he turned 18-years-old, he bought his first Montesa and started as a Junior rider, and was very successful. He achieved Senior status very quickly and also got a little support from the Swedish Montesa importer. Karlson had to go to other countries to develop his riding and started to go to trials in Belgium, Spain and some events in Great Britain too. At first, he was travelling with some friends and, together with Bennie Selman, drove a Volkswagen Beatle because he had to pay for everything out of his pocket. Working from a very young age as a painter he had to fund everything himself after his father died who was just 50-yearsold. Ulf was just 18 and he had to stand on his own two feet. He worked very hard for his money. Travelling abroad was expensive but necessary because Sweden is covered in snow for more than a half the year, making it difficult to pursue a career in motorcycle trials! But the strong Scandinavian sportsman would aim to become a champion at all costs. Helped by his wife Ewa and with his will to succeed he did that in a more than glorious way! In the early seventies as his career was still in its infancy, he had to contest with three other fellow Swedish riders Benny Sellman, Tore Evertsson and Bo Nilsson. They all carried the same traits as Ulf in being very strong and determined competitors. They had some great battles to win the National Championship as both Sellman and Evertsson shared the honours until Karlson made the breakthrough in 1976.

LEGEND ULF KARLSON

On his way to fifth overall in the world championship in 1976.

To save money in the early days Ulf spent many hours working on and preparing his own machines.

A Works Rider

He would remain the National Champion of Sweden, with consecutive titles until he retired from the sport in 1984 having won for the last time on the Montesa Cota 330. His European Championship career started to come to life in 1971 riding the Montesa Cota 247 when on home soil he took his first points finishing fourth as Benny Sellman took the win. Over the following years, his efforts were rewarded when he became a works-supported rider for Montesa. He would build on his growing experience to gain some good results, and in 1974 he made the breakthrough with four wins from the series as he finished just three marks short of the championship. This was the last year of the European Championship before it was given full World Championship approval by the FIM. His superb efforts were recognised by Montesa in Spain who produced a limited edition Ulf Karlson Replica Cota 247. In Sweden, his achievements were recognised by a Post Office stamp that carried his name, and he would feature on the television and in the national newspapers. Other manufacturers were very interested in him and after the final round of the 1974 series in Switzerland Bultaco team manager Oriol Bulto mentioned to Finland's Yrjo Vesterinen that it would be so nice if Ulf would ride for Bultaco in 1975. 'Vesty' was very relieved as he had enough problems to try to cope with the existing Bultaco team members never mind one more championship contender! As it happened, the fight to be the first official FIM World Trials Champion in 1975 would go to Bultaco's Martin Lampkin. Ulf was so inconsistent, with the highlight on his way to a poor sixth position in the championship a second place on the podium in Sweden. Two championship wins came in 1976, but he still lay down in fifth position way off the pace to challenge for the crown as 'Vesty' took the first of his three consecutive title wins.

In 1977 he won three world rounds on his way to second in the FIM championship behind Yrjo Vesterinen. He is seen here riding up ‘Ashfield’ at the world round in Wales.

Looking very professional and proud to be part of the official Montesa team at the 1977 SSDT.

Many of the Swedish riders travelled together and despite being a rival competitor Ulf enjoyed his time with Tore Evertsson, seen here in the 1976 SSDT on the Ossa.

Well wrapped up in his Happytime riding kit and gloves, Ulf on his way to second place in the ice and snow in Wales in the 1978 world round in Great Britain.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

LEGEND ULF KARLSON

1978 SSDT: feet-up on Grey Mare’s Ridge on his way to fifth position.

Along with Rob Edwards and Nigel Birkett the three-man team won the prestigious manufacturer’s team award for Montesa at the 1978 SSDT.

Dutch Connection

In 1979 he started with poor results in the FIM World Championship but came back very strong, taking two wins and finishing as runner-up at the last three rounds. He was ready to challenge for the world title.

Sitting very proud on the new Montesa Cota 349 at the official Montesa presentation in 1980.

1980: Riding in front of his home crowd in Sweden he knew a good result was important to win the championship, and he came away with one hand on the FIM World Championship title. At the last round he would finally make the dream come true, for both himself and Montesa.

With the championship won, an interesting sponsorship opportunity would come his way. The Swedish Air Force had taken an interest in the new world champion and he was considered the ideal role model of the young boys and girls of its country.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

His friendship with Yrjo Vesterinen grew despite battling to win the world championship with him. They could communicate very easily because Vesterinen had learned the Swedish language at school, and you must also remember that those North Europeans don't speak very much anyway! Ulf Karlson was the very opposite to his fellow competitors such as Martin Lampkin and Mick Andrews and not as extrovert; more like a lone wolf, so to speak. He was very similar to Vesterinen in that they both did their own thing in an easy way. Ulf did not smoke, but he used 'snuff '. Yes, 'snuff ', a typical Swedish tobacco they put under the upper lip; it's nearly pure nicotine, make sure you don't fall asleep with 'snuff ' in your mouth! Ulf did not use it in trials, for sure, but transferred the calmness it gave to his throttle hand. Riding mostly in bare hands he was very good in the mud, where he found grip where no one else could. He got the nickname 'King of the Mud'. In 1977 he finished second but only six points behind 'Vesty', having taken three wins. He was still painting houses in between being a world championship rider, still working for the same company. After almost every trial Ulf travelled home to Sweden, which was a mammoth task as in Europe he would have to stay in hotels. Family holidays were few and far between. He would visit Montesa at their Spanish base for machines, parts and for machine preparation which meant more travelling. He had friends in Holland, and in 1978 he came into contact with the Dutch Montesa importer Wim Suijker during the world round in Belgium, as he was having gearbox problems with the Montesa. Wim loaned him his own Montesa and Ulf was very impressed with the preparation of it. He asked the Dutch importer to prepare his machine, and the Dutch Connection was born. At Heel, the home of Wim Suilker, the location and the workshop facilities he had to work from suited him fine.

LEGEND ULF KARLSON Testing the Montesa in 1980 in the woods near Heel, the base of his tuner and mechanic Wim Suilker the Dutch Montesa importer.

Ulf had friends in Holland and in 1978 he came into contact with the Dutch Montesa importer Wim Suijker. They both spent many hours in the workshop ‘fettling’ the Montesa, with just one vision: the world championship crown.

With the world title in his hands he collected a car from his biggest sponsors, the Swedish Air Force. They offered Ulf a brand new Saab Turbo to use. It was blue with yellow air force logos, the Swedish national colours, and he was very proud. This picture is from the world round in Spain in 1981.

World Champion

Despite this preparation, he slipped down to fourth, with just a single win in 1978. He rode in his last SSDT the same year, taking the Best Performance award on day five. Together with Rob Edwards and Spain's Jaime Subira, they won the manufacturer's award for Montesa. He moved into third position in the 1979 World Championship with two wins, with a non-points-scoring ride in Northern Ireland spoiling his season. Bernie Schreiber took the title for America. All the time though Ulf Karlson was learning and preparing for his world championship year. His weakness had been a lack of consistency, but it was exactly that which gave him the 1980 World Championship crown. American Schreiber had won the 1979 world title, but the well-documented problems with Bultaco were starting to show and he would eventually move to the Italian Italjet. Ulf reasoned that he was in the perfect position to take the title and he knew he would have to be very consistent to beat Bernie. The decision was made not to ride at the SSDT, as he reasoned that a possible disappointing result there would have a negative impact on his championship season. He did not like the event very much anyway, as he considered that they had enough bad weather at home in Sweden! He was thinking along the lines of an experienced and very mature competitor. He understood his weaknesses and knew how to get the best out of himself. He only won one round during the season, the first one in the wet, muddy conditions of Northern Ireland, which suited him down to the ground and worried his rivals, he looked so determined. Despite a poor performance in France that yielded just a single point he didn't put a foot wrong all year. This was Spanish manufacturer Montesa's very first World Championship success in trials, and they were delighted. Toon: "Ulf Karlson became World Champion in Karlskoga in his native country. I was there in Sweden after a trip around the Botnic Gulf in between the Finnish round a week before on a Honda. After the trial, it was party time with Ulf Karlson and Wim Suijker, and we finished the mini bar in the hotel room!"

On the edge at the 1981 Irish world round the Hurst Cup; he would finish second behind French rider Gilles Burgat who would go on to be the world champion.

Despite winning his home round in Sweden, where he is seen here, it was too late to challenge for the world title in 1981.

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LEGEND ULF KARLSON

1982 was not a good year at all as a new younger breed of rider was emerging and he would slip to seventh in the world championship.

Legend

Gilles Burgat from France won the world title in front of Ulf in 1981. In 1982 he slipped further down the order to seventh and, now realising that the world championship aspirations were over, he finally hung up his world trials championship boots in 1983. Over the following years, he had some outings on an Enduro machine but loved his life living just outside Gothenburg in his native Sweden with his wife and family. Ulf Karlson became a legend in Sweden in the newspapers, on the television and in European motorcycle magazines. He collected from his biggest sponsor, the Swedish Air Force, a car; it was a Saab, made in Sweden, and he was very proud. He did win four European and 11 world rounds and stood on the podium many times. He was also very loyal to his sponsors including Montesa, Nolan helmets, Sidi boots, Pirelli tyres and Tor Lines — he was very faithful to those who helped him. His wife Ewa helped him a lot during his life and together they had three children: a daughter Anna and two sons Johan and Victor. Johan died a couple of years ago in a fatal road accident when he collided with a moose on his BMW, which had a massive impact on the family. The memories of Ulf Karlson and his trials exploits will live on forever and especially at Montesa as it celebrates 50 years of the Montesa Cota production in 2018. Ulf gave loyalty to a manufacturer as we will maybe never see again in our sport — RIP from the trials family.

In 1983 Ulf would make it his last year in the world championship. This picture is from the UK world round at Bainbridge.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

After many years away from the sport Ulf showed his face acting as the minder to his son Victor in the European Trial in 2002 at Boade in France.

MIQUEL CIRERA, MONTESA: "All the Montesa family have lost a great friend, athlete and a great world champion. We are sorry for the loss of Ulf Karlson, who had a long-lasting professional relationship and friendship with us for many years. We send our deepest condolences to the family and all the friends in the world of trials — Rest in peace". JOHN HULME , CLASSIC TRIAL MAGAZINE: "I would like to thank Toon Van de Vliet, Charley Demathiu and Mario Candellone for their kind words and access to their records in generating this article, along with the many good friends of Ulf Karlson who were very happy to share their fond memories of him with us".

In 2006 Sweden had a new motorcycling star in the making, Eddie Karlsson, who is seen here with his trials riding hero Ulf Karlson.

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PROFILE THE LUCKETTS

A husband and wife team In a tucked away corner of the UK there is a thriving trials community with a range of territory that some organisers would die for. Riders in this community sometimes venture out into the wider trials world to compete, do well, and then slide off back home to their ground again. They have formed into teams that have ventured up North to beat the Yorkies on their home territory in the Inter-Centre Team Trials, and have taken them on and beaten them when visitors have ventured into these nether lands. Within this community is a husband and wife team who have supported trials since the early sixties in the training of youth riders and novices to realise and extend their potential in the sport for nearly 25 years. The husband has been a works-supported rider who is still riding with success, and his wife, who has supported him and their family and been the organising and driving force in the trials school they have run for local riders and the wider trials community. I wish to introduce you to a very well-known duo in the South West of England, the Lucketts. A husband and wife team who on their land in North Devon ran a trials school and three or four trials a year. Brenda's Trials School was as well known as her husband's enthusiasm for trials, but some riders may not be so familiar with John's record of achievements. Words: Mike Naish, Trials Guru â&#x20AC;&#x201C; John Moffat and Dave Cole Pictures: Alan Vines, Mike Rapley - Brian Holder, Malcolm Carling and Mike Naish. We are not able to give credit to photographers due to the passing of time, but please feel free to contact Classic Trial Magazine if by mistake we have used an image without permission.

John, how did you become interested in motorcycle trials?

I was born 1946 at West Bucks in North Devon. My father was always interested in motorcycling although he was more into road racing. He gave me an interest in all motorbikes, which has lasted to this day. He had a Triumph Trophy, and he used to take me to see road races, which sometimes were quite a distance from North Devon like Oulton Park in Cheshire. One day in the late 50s he took me to see a trial which was run quite locally. I remember watching this section with crowds of people on it. It was a climb up a steepish gully with a step in it, and simply nobody was getting up it at all. Then there

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

PROFILE THE LUCKETTS there was nothing coming the other way and then we could use the full width of the road. One day one of the lads went out without a lookout; he took the bend and hit an ice cream van. He went one way, and the machine ended up underneath the van. We had to jack it up off the machine to get it out. The strange thing was the driver took it very well, and after that, he used to come in every Sunday where we gathered and sold us ice creams! When did you start in trials?

Brenda Luckett in her younger days.

was a ripple of excitement, and I could hear this twin-cylinder machine coming up fast. The rider approached the step and was over it clean to great applause; it was Johnny Giles on his Triumph. I used to ride a push bike, like all the lads, but I kept on to my father to buy me a motorcycle. One day he said okay, and we went to look at a DMW locally, and I liked it, but by the time we went back with the money the bloke had sold it to someone else. The strange thing is — as we established years later — it was Brenda's father! Later on, my father bought me an Ambassador with the Villiers engine. Who taught you to ride?

I taught myself, as most people did in those days. I used to go to a friend's house whose family had an old Excelsior with a hand change. We used to ride it up the green-lane by the side of his house. It got us used to the twisting the right hand and letting the clutch fingers in and out with the left-hand clutch/ throttle combination. Also, my father had an AJS road machine, and we used to push it down the road

to a field to ride it around. One day the sergeant was on the road with a new police officer, and I could see that he was telling him to come and talk to me as part of his training on the beat. He told me that as I was underage, I couldn't push a motorcycle on the highway, so that was the end of that because we respected the law in those days! When I left school, I went to Barnstaple Technical College. My father was a one-man band at that time, running a business as an Agricultural Contractor, and as the business grew he asked me if I would like to come and join him to which I said yes. I initially went to Tech to learn that sort of trade. I used to ride there on a Monday and lodge there all week, then ride back on a Friday night.

I used to go and watch the Lands End Trial on my bicycle. I'd be out to the section called Darracott at 8.00am and stay there all day, so then I thought I would give it a go. My first trial was the 1965 Lands End, and I rode a 500 Triumph to Lew Down to start. I had a few clutch problems, but I remember having a good go at 'Beggars Roost'. Unfortunately, I hit a rock halfway up the section, did a pivot turn and started powering down the section — a scary moment! I retired. My second trial was the Lyn Traders. I rode the big Triumph to the start and wondered why all the riders were looking at me with a shake of their heads. I know what they were thinking now. When I saw those huge rocks and river beds and tried to ride them, it was a bridge too far. I retired after 40 miles. I had the bug though and swapped in my Royal Enfield locally at Bideford for a Cotton with a 32A Villiers motor with leading-link forks. I joined the Torridge Club, and I rode in an Exmoor trial. I finished 6th from last, but I finished. Dave Chick was another newcomer, and he and I made friends who have lasted to this day. My next event was a Moretonhampstead trial that Roger Wooldridge, the Centre Champion, won and then I won the best Novice at an Exmoor trial in the October. This was in 1965.

What came next?

What did you think of the Cotton?

A 250 Royal Enfield Crusader Sports. A few of us local lads set up our sort of club, and we used to go racing on a Sunday afternoon — on the A39. We had a long straight and then a left-hand bend. We used to post somebody on the bend to make sure

I liked it although it was better in straight lines; I never liked 'Up the bank and around the tree' nadgery sections — I still don't, it's my weak point. I was soon off to Collins of Truro where I swapped it in for an ex-works Cotton Starmaker. Melroy

In the early days.

In the Exeter Trial 1966 on the ex-works Cotton Starmaker.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

On an early ‘Radial’ cylinder head four-speed gearbox Bultaco in the 1967 Lyn National trial.

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CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 25

PROFILE THE LUCKETTS

With the Bultaco locked in third gear due to a broken gear shaft John tried to continue, until it seized solid forcing him out of the 1968 Scottish.

On Grey Mare’s Ridge in the 1968 SSDT.

Sammy Miller with two good-looking girls at the 1969 SSDT: Brenda Luckett on the Bultaco, left, and Jenny Haydon on the Cotton on the right.

Shall we have a go? Brenda Luckett (left) with Jenny Haydon at the 1969 SSDT in Edinburgh.

Youlton used to work in the stores, I still see him from time to time. I put lights on it and rode in the Exeter Trial. With a mate of mine, we started from Lewdown. He ran out of petrol near Exeter in the middle of the night, and I went off to get some. When I got back, my mate was fast asleep, sitting up on the machine! I remember great characters in those trials, like Jack Pouncy on his Pouncy DOT outfit. In local trials, I won a Non-Expert award on the Starmaker. When did you start to get noticed?

I got an ex-Malcolm Eveley 250 Bultaco four-speed from Spencer's of Plymouth. It transformed my riding. It had a few faults, like the kick start-stop which would shear off. It was an internal item and used to fall into the gearbox, which could be unfortunate because it meant a strip down. Peter Keen did up the engine for me with a re-bore etc., and with Mum and Dad we went up to Scotland, leaving at four in the morning on the Saturday to get to Edinburgh for the signing on. Of course, there were no motorways to get us there quickly in those days. There were four of us riding from the South West. Mervin Lavercombe, Mike Sexton, Ian Haydon and myself. It was very wet that year, and Merv and Mike went out on the Tuesday after the Rannoch Moor crossing. Merv, who used to change his machine and his riding suits seemingly every couple of months and who was always immaculate, came in from the moor absolutely plastered from head to toe with mud, he couldn't take anymore! I retired on the Wednesday when I fell off on some rocks and busted the gear shaft. I managed to get it into third gear but we were scheduled to go over the Corriarrack Pass, and I was a bit worried about everyone passing me. As it turned out the pass was closed due to the weather and we had to go the long way around. The machine seized up with holding it in third gear all the time. We found out when Peter stripped it that there was a hole in the piston. As in my entire competition career, I learnt through experience. In 1969 I bought a brand new Bultaco and rode in a trouble-free Scottish, and I got a Special First Class award. In all I rode the Scottish nine times, retiring

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

Enjoying the sun at the 1969 SSDT Brenda was more than happy to watch John finish his first Six Day Trial. He had purchased a brand new Bultaco and rode in a trouble-free Scottish on the way to a Special First Class Award.

twice, and getting a Special First in the remaining seven events. I won my first premier at an Open to Centre Crediton trial. I tied with a rider called Dave Munt who was on a James, but I got it on the Special test. I started doing all the Nationals: Greensmith, St David's, etc. and I was runner-up to Sammy Miller in the Lyn National. I know you were a 'Works' supported rider — how did this come about?

When Saracen Motorcycles started up, they advertised in Motor Cycle News for riders for their products. I wrote to them offering my services but they already had taken on Jack Galloway and Jon Bliss, so I wrote to Cotton Motorcycles at Gloucester and sent copies of my results. They responded by letting me have a Cotton at a cut-price and said they would support me with free spares if I needed them. I was to get £3 for an Open to Centre Win, £12 for a Regional Restricted and £25 for a National Win. After a while, they gave me the second machine free of charge. This was the 220 Minerelli engined Cotton. I rode for Cottons for two years and had some decent results. I came 2nd in the Victory Trial the year that Brian Higgins won it in the early seventies.

PROFILE THE LUCKETTS

At the 1969 Inter Centre Team Trial (from left): Ivan Pridham, Brian Higgins, John Luckett and Mike Naish.

The 1970 Inter Centre Team Trial winners representing the South West Centre (from left): Ian Blackmore, Brian Higgins, John Luckett, Jim Courtney, Team Manager Alan Dommett and Ian Haydon.

I rode for the South West Centre quite a few times in the Inter-Centre Team Trials, which were always fiercely competitive. The South West had won the event in Yorkshire in 1963, and we were determined to do it again. This we did in 1970 to break the dominance of the Yorkshire Centre which they had achieved over quite a few years. As well as myself the rest of the team was Ian Blackmore, Brian Higgins, Alan Dommett and Ian Haydon.

The move to Cotton resulted in a cut-price machine and free spares. He would also receive £3.00 for an Open to Centre win, £12.00 for a Regional Restricted win and £25.00 for a National win.

Riding up Diamond Lane in the 1970 West of England National on the Bultaco.

After a while they gave him the second machine free of charge. This was the 220 Minerelli engined Cotton. This picture is from the 1972 European Championship round and the hazard is ‘Lamb’s Lair’.

In the 1970 Scottish on the 220 Cotton I thought the engine was tightening up and was taking it easier but then looking down at the rear wheel I realised the frame was twisted, the back brake was mangled up, and the hub seemed to be breaking up! I was losing 59 marks on time when 60 minutes meant you were out. I got to Pipeline with one minute left. Back at the start/finish, we borrowed a wheel from a Northern dealer, and I used that for the remainder of the week. My wheel was rebuilt so it could be re-fitted, so that when I finished at Edinburgh, I had all the correct rim, paint intact. I still got a Special First that year. In the 1971 Scottish I was ninth on the leader board; I only lost four marks on the Thursday. At the end of 1972, I wanted to finish at Cotton as I felt the machine was less competitive. The Managing Director at Cotton, Reg Buttery, wrote me a very nice letter asking me to stay and suggested I take the machine to California to demonstrate it. He was a smashing bloke, and I did not like to let him down, and so I had to make my mind up what to do? In the end, I returned it. So why did you let that opportunity go, John?

I guess I did not believe them at Cotton although to be fair I had enough of the machine because it

wasn't that competitive, I was also very tied up with the family business. We did estate groundworks and laying tarmac etc.; my mind was made up, and I gave the machine back to the Cotton works, and ultimately Martin Strang from Somerset went to the USA in my place. Your next bike was an Ossa

There was an advert in Motor Cycle News; Bob Gollner was looking for a rider to support, so I telephoned him. I got the Ossa cheaper, but any replacement parts were free. It was the Gollner Ossa with the Whitlock frame. After that, I rode for Ossa UK run by Cliff and Roger Holden. From 1974 onwards I had a new machine every year. How good was the Ossa?

Ossa UK was very supportive. The machine steered well in the straight and found grip in mud well. This was due in part to the rake of the forks, because it was not so good in nadgery. I was on 'Two-Ply' Pirelli tyres when most were still on the old 'FourPly' Dunlops, and I could find grip where most couldn't. Ossa came out with the 350 engine, but I couldn't get on with it and go back to the 250. Brian Higgins rode the 350 well though. In 1974 Brian and I were neck and neck in the South West Championship. We got to the last section of the

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

PROFILE THE LUCKETTS

He rode for Cotton for two years and had some decent results.

Ninth on the leader board at the 1971 SSDT. He only lost four marks on the Thursday.

1971 SSDT: Fighting to stay feetup on the Cotton, he attacks the iconic ‘Pipeline’ hazards.

final trial, and I had to clean it to win the championship. I had a five, losing it, and Brian won it and I was second. Then there was the first Cantilever frame — Monoshock we call it now — but it was very heavy. I rode for Ossa until 1978 but I wasn't doing so well, so I gave the machine back and bought a 325 Bultaco from Alan Dommett. This was when I stopped doing all the Nationals. I had got married, and we had Nick in 1977, and I was very busy with work.

sections, and all other problems you have go to the back of your mind. I was by this time running the business with eighteen blokes employed. In the early '90s, I won the Pre-65 Championship, and my son Nick won the Twinshock the same year. I did two Pre-65 Scottish on the Cub. The last time I was second to Dave Thorpe, and I had a good clean on Pipeline.

Did you ever ride in the Scott?

We were looking for a piece of farmland with some woods and streams if possible, for keeping a few sheep and for trials practice, and someone advised us that Lower Wembsworthy was to be auctioned. We looked at the farm and thought it would be perfect for what we wanted, so we went along to bid at the auction. Well, the price went up to more than we could afford and we did not get it. We looked around at others, but nothing had land that could be used for trials practice in the same way. About a year later the auctioneer rang me and asked if we were still interested because the chap who had bought it had decided he could not make a go of it and make enough money. We went to see him, and the long and short of it was that we bought it from him for the amount we wanted to pay in the first place! We bought the farm in 1992.

Yes, once on the Cotton where I had a finisher's award and then two years later on the Ossa. They used to run the course alternate ways round so by riding two years later I could remember most of where the course went. I was in the first ten on observation that year although I lost a load of time. I used to go training by running on the beach before the SSDT. Once I rode the machine from Bucks Mills where we lived to Clovelly on the beach. I was also organising the Woolsey Football team where Nick was playing. I gave up riding in 1980, just about the time that Charlotte was born. Our second son Martyn was born in 1986 When did you start riding Pre-65s?

It must have been in the middle to end of the 1980s. I bought three Triumph Tiger Cubs and made them into one good trials machine. For me, it was a way of relaxing, because when you are riding, you are thinking only of the route and the

In 1973 Bob Gollner was looking for a rider to support so John telephoned him. He got the Ossa cheaper and any replacements parts were free. It was the Gollner Ossa with the Whitlock frame.

Tell me about Lower Wembsworthy Farm

So where do you go from here John?

I intend to carry on in the sport as long as I am breathing, but I am still working,

In 1974 he moved to ride for Ossa UK run by Cliff and Roger Holden. From 1974 onwards he had a new machine every year. This picture is from the Scottish Six Days Trial where he won another Special First Class Award.

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PROFILE THE LUCKETTS

Having survived the big step at ‘Washfold’ John carries on his way to a finisher’s certificate on the Cotton at the 1971 Scott Trial.

helping Nick in his business. I help Brenda to cater for the holiday visitors and manage the 20 acres of practice ground for trials, so I do not have too much time. I will ride from time to time I am sure. In 2011 I had a bad accident while seeing to a lorry backing out the yard onto the main A39 road. A car whose driver was blinded while driving into the sun did not see me on the road and hit me square on, breaking some bones. I recovered well and still come out to ride occasionally but can be seen more often marking out National and club events on the farm and acting as a centre Steward in South West Centre events. How did you meet Brenda?

Well, it was because of the Foot and Mouth, and that was very lucky for Brenda — tongue in cheek — because there were no events on. I went out on a blind date to the cinema organised by a friend, and that's how I met Brenda.

John had a good season on the Ossa in 1974, which included qualifying once again for the South West Experts, seen here on the Ossa.

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At the end of 1972 John wanted to finish at Cotton. The MD at Cotton, Reg Buttery, wrote him a very nice letter asking him to stay, but his mind was made up and he returned the Cotton. This picture is from the John Douglas national.

Riding number one was not the best to have at the rain-lashed British Experts Trial.

PROFILE THE LUCKETTS

The 1975 South West Centre Team at the Inter Centre Team Trial (from left): Brian Higgins (Honda), Ian Haydon (Yamaha), Alan Dommett (Bultaco), John Luckett (Ossa) and Martin Strang (Ossa)

Over to Brenda for her side of this story

Have you always lived in North Devon Brenda, and how did you come to meet John?

I was born and raised in Stoke, near Hartland. I went to Hartland School. I met John when I went on a blind date to Bideford Cinema when I was 15. I did not think too much of him on that first date, but he kind of grew on me as time went on. We courted for seven years, and every weekend we would go to a trial. Both my parents and John's used to observe. We got married in 1974 in Hartland. Ian Haydon was John's best man. How did you come to start the Trials school?

The Lyn Club started it. Elaine Baker and Rob Doran used to run a training weekend at Ian's father's place, but there was some problem with another piece of land, so I said why not come up to our place at Wembsworthy. Malcolm Redstone advised that if we applied for a grant from the South West Centre, the ACU would probably match it. We did it through the Torridge Club, and I think we started off with £100. That was 25 years ago. We started with 8 or 10 riders. Joe Baker was one of the first pupils, and now he is one of our trainers. We ran it on a Thursday and Friday, and the proceeds went to CLIC because I had a friend whose child had Leukaemia. We supported CLIC all the way through until 2005 when we split it with CRY — Cardiac Risk in the Young because of the sudden death of our son Martyn. In our last year in 2016 we raised £4,400 for CRY, and over the years we have raised over £100,000 for charity.

It’s 1976 and John is still trying his very best on the Ossa.

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John went on strike along with the rest of the entry at the 1975 British Experts, but this picture is from earlier in the day.

One of the last outings on the Ossa at the 1977 end of season British Experts Trial.

PROFILE THE LUCKETTS

In 1978 with fellow riders and friends Brian Higgins, John Luckett, Martin Strang and Allan Hunt.

2007: Itâ&#x20AC;&#x2122;s trophy time for the Lucketts.

Who were the trainers in the early days?

We had Martin Crosswaite and Wayne Braybrook, and then there was Steve Saunders and Chris Berry. Of course, some are brilliant riders but find it more difficult to put the ideas across, while others who are not quite so brilliant can be better at training techniques. We can use them all. Tell me about your organisation

It takes a lot of people to run the school of 60 to 70 riders. In fact, we had to put a ceiling on the entry. We have ten trainers at any one time, including Jo Baker, Colin Crease, Barry Husband, Roger Johns, Robin Martin, Alan Pearce, Dave Price, Ray Samways and Simon Welsh. It obviously takes a lot of organisation, and we get help from a lot of people. I would like to take this opportunity to thank my main organisational helpers Heather Allan, Kay Dallyn, Julia Rawle and Angela Spry. Of course, there is also our Chef Nick Hunt, who does an extraordinary job at the barbeque with all those sausages and spuds.

Still enjoying his trials riding, John is seen here in the 2016 West of England Clubs Moor to Sea Trial on the Montesa Cota 4RT.

What do you do in your spare time? Did you help with the lambing?

In the main John managed the sheep, although I used to help where I was able. Now we have sold all our sheep I do not have to get up at 11.00pm to help with the lambing, which is a blessing although John misses it quite a bit. On two days a week, I used to work in an 'Aladdin's Cave' in Bradworthy. It is a shop that sells almost anything, from ironmongery to furniture etc. I have good memories of Martyn, which I will never lose, and it is hard for both me and John at times. We have bought a caravan now and can get out for some days to enjoy our semiretirement. Our support for CRY was a memorial to Martyn to purchase equipment that can do a simple check on children to establish whether they are susceptible to cardiac arrest. These checks are carried out automatically in the USA and also Italy in the European Community. We hope that eventually, it will become a standard check for all children when they are born in Britain. The Martyn Luckett Memorial Trust Fund managed to get 150 ten- to fourteen-yearolds screened in 2017.

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SPORT KIA Twinshock Championship

First visit

When I first heard about the 'New' Kia Twinshock Championship at the back end of 2013, it sounded too good to be true. A small group of motorcycle trials enthusiasts with so much knowledge and enthusiasm amongst themselves that they decided to bring to the sport a championship that they wanted to ride in and, most importantly, enjoy! When I started to publish Classic Trial Magazine in 2011, I was told by a negative few that it would not work. Really? When I was informed about the new Kia Championship and who would be involved in getting it off the ground it was quite obvious that with their knowhow it would work; give people what they want, and they will take it, as with the magazine. I had known Peter Salt and Alan Wright for many years and along with Gerry Minshall and his wife Fredina the series came to life. It has proved in its short life to be a very competitive series enjoyed by all who want to enjoy and reminisce about their life and times that they enjoy in trials. Young and old, it's there to be ridden in, and policed by sensible machine eligibility rules it continues to thrive year on year. With this in mind, on a cold and icy February morning, I found myself heading into North Wales for round one of the 2018 series for my first visit to the Kia Twinshock Championship. Words: John Hulme â&#x20AC;˘ Pictures: Yoomee and John Wilkinson

or some reason or other I had never attended a round of the championship, but with a break in FIM X-Trial indoor series, it was the ideal time. I have travelled to North Wales for trials since I977, and the terrain is fantastic. The venue for the Aqueduct Classics Trial which was the opening round took me down the A483 and onto the B4579 between Selattyn and Glyn Ceriog, and then to PlasOnn Farm. This was instantly recognisable as Lomax Trial country, still one of the best road-based National trials in the calendar. Well organised and with a warm welcome it was like rewinding the clock to what trials used to be. Despite the very cold weather, I had a very enjoyable day taking in the spirit of the event. One thing is for sure; the Kia Championship ticks all the boxes for me. Here we take a look at the 2018 championship after the third round had been completed.

EXPERT CHAMPIONSHIP Twinshock

Showing superb consistency with two wins and a second place puts Richard Allen at the top of the pile. The points advantage may look good this early in the season, but he knows that with the round two winner Chris Forshaw (Honda) and Roman Kyrnyckyj (SWM) tying on 45 points each and Olly Wareing (Fantic) just a couple of points behind it will only get more competitive. In round one Allen had a clear winning margin but in round two he lost the win by a single mark. At round three it was a collection of too many 'fives' that stopped Kyrnyckyj from challenging for the win. These two were head and shoulders above the rest of the entry and well clear of third-placed Chris Forshaw.

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SPORT KIA Twinshock Championship

Chris Forshaw (Honda)

Roy Palmer (Kawasaki)

Historic Spanish & Pre-78 Twinshock

Having typed out the results, I still cannot believe that this class does not attract more significant entries. Steve Bisby on his Orange Ossa 'Gripper' leads the championship despite the fact he has only won one round. In Wales, it was the one-time world championship points scorer Cumbrian Chris Myers who took the win on his Bultaco, and in round two it was fellow Bultaco rider Gary Younghusband who won. Let's hope we can see some more of the Spanish and Italian machines and maybe some Majesty Yamahas and Beamish Suzukis in this class as the year progresses.

Monoshock

I for one expected this class to be dictated by the legendary monoshock Yamaha, which changed the face of the trials world when it was introduced in 1983. This is not the case though as we see superb examples of the two-stroke Honda TLM models and now some air-cooled Gas Gas and Beta machines. This certainly adds to the attraction of this class. It is a Yamaha that heads the class in the capable hands of Steve Bird, followed by Dean Devereux on his rather nice Honda TLM. It was good to see young Chris Alford out in the final round as the series continues to attract younger riders looking for a really good day's motorcycle sport.

British Bike

Roman Kyrnyckyj (SWM)

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Many of the machines in this class are a credit to their owners. Using modern materials and machining skills such as in the BSA Bantam, they show just what could have saved the ailing, once-proud and great motorcycling production facilities in the UK. Giving Ian Peberdy the advantage with, by his standards, a poor performance at the opening round three times world champion from Finland Yrjo Vesterinen has pulled himself back into contention with a win at round two and a second place at round three. Ian holds the advantage as he has shown more consistency on his Bantam as this championship looks very much like being a twohorse race.

SPORT KIA Twinshock Championship

Dean Devereux (Honda)

David Dench (Triumph)

Gary Fleckney (Ariel)

Ian Peberdy (BSA)

Jim Droughton (Majesty)

Dave Pengilly (Gollner Kawasaki)

Charlotte Kimber (Fantic)

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SPORT KIA Twinshock Championship

Yrjo Vesterinen (BSA)

Paul Norman (Fantic)

Peter Edwards (BSA)

John Willaims (SWM)

Stuart Blythe (Fantic)

CLUBMAN CHAMPIONSHIP Twinshock

This class on the slightly easier hazards has the hallmarks of a championship going all the way to the wire. Each round has shown a different winner, with Gary Hawkins (Fantic) winning round one followed by David Braithwaite on his Beamish Suzuki at round two and Jim Williams (SWM) at round three. None of the victories have been clear ones, and it's the consistent Antony Charles (Fantic) who finds himself holding a small advantage in the championship in front of David Wilkinson by a single point. Williams keeps in close contact with the leaders in third position, and no doubt will be looking at challenging for the top spot as the series progresses.

Historic Spanish & Pre-78 Twinshock

Gerry Minshall (James)

The clubmen class of this championship attracts such a wide variety of machinery, which is very healthy for the championship. The mix of the Spanish and Japanese machinery is so good to see and also allows the less exotic and expensive machines to have a run-out, making the series very affordable for the riders. It's James Waters (Yamaha) who is the leading the championship from Robin Oliphant (Suzuki) as the Japanese machines hold the advantage from the Spanish ones by a small margin.

Monoshock

Once again it's a good mix of different makes of machine which are involved in the championship as Paul Whittaker (Fantic) leads the way. He won the first round in Wales and finished second behind Nathan Hanley (Yamaha) in round two in the North at the Castleside Trials Club event. In round three at the Scunthorpe MCC event, Louise Alford (Yamaha) came close to securing a ladies' win as she headed home her father Stuart who finished fifth. Three members of one family competing, and all on the mono-shock Yamaha shows just how the series caters for riders of all abilities. Dave Wardell (Honda) took the win at round three to move into third in the championship.

British Bike

Ossy Byers (DOT)

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Three different winners from three rounds are always good to see, and that's what has happened in this class. Jim Pickering (BSA) took a narrow victory in round one in the cold weather of North Wales as Jim Tennant (James) earned the win at a low scoring round two. Round three turned out much harder, which was reflected in the winning score of 49 dropped by Peter Edwards on his BSA. In the championship, Edwards leads the way from DOT mounted enthusiast Ossy Byers. For more information of events, venues and classes, visit: www.twinshockchampionship.org.uk

SPORT KIA Twinshock Championship

KIA TWINSHOCK CHAMPIONSHIP ROUND 1: AQUEDUCT CLASSICS

EXPERT CLASS

TWINSHOCK: 1: Richard Allen (Honda) 15; 2: Olly Wareing (Fantic) 36; 3: Roman

Kyrnyckyj (SWM) 37; 4: Stuart Blythe (SWM) 40; 5: Steve Clift (Fantic) 55. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Chris Myers (Bultaco) 52; 2: Stephen Bisby (Ossa) 65. MONOSHOCK: 1: Steve Bird (Yamaha) 11; 2: Nigel Scott (Honda) 25; 3: Dan Sanders (Yamaha) 36; 4: Dean Devereux (Honda) 37; 5: David Carter (Gas Gas) 39. BRITISH BIKE: 1: Philip Houghton (Triumph) 18; 2: Ian Peberdy (BSA) 26; 3: James Francis (BSA) 37; 4: Nicholas Paxton (BSA) 40; 5: James Beddoes (Triumph) 42.

CLUBMAN CLASS

TWINSHOCK: 1: Gary Hawkins (Fantic) 9; 2: Tim Cuffin (Majesty) 12; 3: David

Steve Young (Honda)

Ian Cook (Beamish Suzuki)

Wilkinson (Fantic) 20; 4: Steve Robson (Fantic) 20; 5: Antony Charles (Fantic) 22. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Robin Oliphant (Suzuki) 23; 2: James Waters (Yamaha) 40; 3: David Matthews (Bultaco) 46; 4: Stephen Fletcher (Yamaha) 70; 5: Steve Chandler (Bultaco) 91. MONOSHOCK: 1: Paul Whittaker (Fantic) 16; 2: Paul Hobson (Honda) 23; 3: Lee Sagar (Fantic) 29; 4: Eirian Davies (Yamaha) 33; 5: Nick Boxall (Fantic) 43. BRITISH BIKE: 1: Jim Pickering (BSA) 7; 2: Paul Howells (BSA) 11; 3: Tony Dillon (Triumph) 11; 4: Peter Edwards (BSA) 17; 5: Richard Brimelow (Francis Barnett) 19.

ROUND 2: CASTLESIDE TRIALS CLUB

EXPERT CLASS

TWINSHOCK: 1: Chris Forshaw (Honda) 14; 2: Richard Allen (Honda) 15; 3: Roman

Kyrnyckyj (SWM) 25; 4: Olly Wareing (Fantic) 25; 5: Roy Palmer (Kawasaki) 46. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Gary Younghusband (Bultaco) 5; 2: Chris Myers (Bultaco) 17; 3: Chris Barnett (Yamaha) 28; 4: Stephen Bisby (Ossa) 37. MONOSHOCK: 1: Stephen Larkin (Yamaha) 1; 2: Nigel Scott (Honda) 6; 3: Dean Devereux (Honda) 9; 4: Steve Bird (Yamaha) 13; 5: Carl Shaw (Beta) 15. BRITISH BIKE: 1: Yrjo Vesterinen (BSA) 12; 2: John Charlton (BSA) 16; 3: Ian Peberdy (BSA) 21; 4: Eddy Aitkin (BSA) 28; 5: Eric McMeekin (BSA) 32.

CLUBMAN CLASS

TWINSHOCK: 1: David Braithwaite (Suzuki) 7; 2: John Palmer (Fantic) 11; 3: Andy

Colin Stubbs (Honda)

Rules and Regulations for Machines CLASS 1: This class will be open to all air cooled monoshock and any air cooled monoshock trials motorcycle that has been converted to a twinshock. ELIGIBILITY: The motorcycles should maintain the original silhouette from the date of manufacture. ACCEPTABLE MODIFICATIONS ARE: The option to run tubeless tyres, to make minor modifications to the frame, and a choice of carburettors. UNACCEPTABLE MODIFICATIONS: Disc brake conversions unless already fitted. Fork stanchions must not exceed 36mm. CLASS 2: This class is open to all Spanish manufactured twinshock trials machines for any year. Standard Pre-78 twinshocks are eligible in this class. Suitable machines: Beamish Suzuki, Yamaha TY 175 (not Majesty) and Honda TL series. These machines must be completely standard as per original manufacture, otherwise enter class 3. The object of this class is to keep the cost of competing to a minimum but maintaining a highly competitive series. ELIGIBILITY: The motorcycles should maintain the original silhouette from the date of manufacture. ACCEPTABLE MODIFICATIONS ARE: The option to run tubeless tyres, to make minor modifications to the frame and a choice of carburettors; cycle parts can be changed as long as they are from the same period and from other Spanish motorcycles. Shock absorber and suspension movement should be similar to the original specification. Steering head angle can be moved and the swinging arm lengthened. The position of the footrest can also be moved. UNACCEPTABLE MODIFICATIONS: Disc brake conversions. Fork stanchions must not exceed 35mm. CLASS 3: This class is open to all twinshock trials motorcycles and highly modified Spanish twinshocks. Whilst the intention is to try to keep as close to the original machine silhouette as possible, more modifications will be allowed. ACCEPTABLE MODIFICATIONS ARE: The option to run tubeless tyres, to make minor modifications to the frame, and a choice of carburettors; cycle parts can be changed as long as they are from the same period. UNACCEPTABLE MODIFICATIONS: Modified monoshock trials bikes converted to twinshocks, air cooled monoshock engines and disc brake conversions. Fork stanchions must not exceed 36mm. NOTE: SWM jumbos fitted with the original 38mm forks are acceptable. CLASS 4 BRITSHOCK PRE-72 MACHINES: This class is open to British motorcycles. ACCEPTABLE MODIFICATIONS: The option to run tubeless tyres, to make minor modifications to the frame and a choice of carburettors. Cycle parts can be changed as long they are from the same period.

Waugh (Fantic) 17; 4: James Cook (Fantic) 19; 5: David Wilkinson (Fantic) 19. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Robin Oliphant (Suzuki) 4; 2: Richard Pulman (Montesa) 10; 3: Steve Robson (Montesa) 12; 4: Kevin Edmondson (Bultaco) 18: 5: Gary Daykin (Ossa) 18. MONOSHOCK: 1: Nathan Hanley (Yamaha) 2; 2: Paul Whittaker (Fantic) 7; 3: Gary Bloodworth (Yamaha) 10; 4: Derek Wilson (Yamaha) 11; 5: Adrian Gallon (Yamaha) 11. BRITISH BIKE: 1: Jim Tennant (James) 1; 2: Phil Hodgson (DOT) 3; 3: Mick Grant (BSA) 6; 4: Ossy Byers (DOT) 8; 5: Mike Watson (Triumph) 9.

ROUND 3: SCUNTHORPE MCC

EXPERT CLASS

TWINSHOCK: 1: Richard Allen (Honda) 42; 2: Roman Kyrnyckyj (SWM) 47; 3: Chris

Forshaw (Honda) 76; 4: Olly Wareing (Fantic) 82; 5: Louis Bennett (Fantic) 102. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Stephen Bisby (Ossa) 101; 2: Chris Barnett (Yamaha) 136. MONOSHOCK: 1: Chris Alford (Yamaha) 19; 2: Steve Bird (Yamaha) 22; 3: Nigel Scott (Honda) 45; 4: Paul Wareing (Yamaha) 53; 5: Dan Sanders (Yamaha) 60. BRITISH BIKE: 1: Ian Peberdy (BSA) 46; 2: Yrjo Vesterinen (BSA) 52; 3: Donna Fox (BSA) 68.

CLUBMAN CLASS

TWINSHOCK: 1: Jim Williams (SWM) 54; 2: Antony Charles (Fantic) 59; 3: Colin

Stubbs (Honda) 62; 4: Paul Whittaker (Fantic) 65; 5: Paul Norman (Fantic) 68. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Russel Walker (Montesa) 43; 2: James Waters (Yamaha) 61; 3: Roger Sanderson (Bultaco) 81; 4: Callum Hedison (Yamaha) 85: 5: John Barnett (Suzuki) 117. MONOSHOCK: 1: Dave Wardell (Honda) 23; 2: Louis Alford (Yamaha) 26; 3: Paul Hobson (Fantic) 44; 4: Graham Teasdale (Honda) 45; 2: Stuart Alford (Yamaha) 57. BRITISH BIKE: 1: Peter Edwards (BSA) 49; 2: John Hamblin (James) 58; 3: Rob Gowler (James) 69; 4: Ossy Byers (DOT) 74; 5: Brian Cooper (Triumph) 85.

2018 CHAMPIONSHIP POSITIONS

EXPERT CLASS

TWINSHOCK: 1: Allen 57; 2: Kyrnyckyj 45; 3: Forshaw 45; 4: Wareing 43; 5: Palmer 30; 6: Bennett 24; 7: Daley 16; 8: Ridley 16; 9: Blythe 13; 10: Neaves 12. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Bisby 50; 2: Myers 37; 3: Barnett 32; 4: Younghusband 20. MONOSHOCK: 1: Bird 50; 2: Devereux 32; 3: Scott 32; 3: Sanders 26; 5: Wareing 24; 6: Larkin 20; 7: Faulkner 20; 8: Alford 20; 9: Carter 13; 10: Shaw 11. BRITISH BIKE: 1: Peberdy 52; 2: Vesterinen 46; 3: Houghton 20; 4: Charlton 17; 5: Francis 15; 6: Fox 15; 7: Paxton 13; 8: Aitkin 13; 9: Beddoes 11; 10: McMeekin 11.

CLUBMAN CLASS

TWINSHOCK: 1: Charles 38; 2: Wilkinson 37; 3: Williams 34; 4: Hawkins 29; 5: Stubbs 22; 6: Norman 21; 7: Braithwaite 20; 8: Cuffin 17; 9: Palmer 17; 10: Cook 16. HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Waters 43; 2: Oliphant 40; 3: Matthews 32; 4: Walker 28; 5: Pullman 17; 6: Robson 17; 7: Sanderson 15; 8: Fletcher 13; 9: Edmondson 13; 10: Hedison 13. MONOSHOCK: 1: Whittaker 46; 2: Hobson 32; 3: Wardell 28; 4: Boxall 25; 5: Davies 23; 6: Teasdale 22; 7: Hanley 20; 8: Louis Alford 17; 9: Bloodworth 15; 10: Young 17. BRITISH BIKE: 1: Edwards 42; 2: Byers 26; 3: Grant 24; 4: Pickering 20; 5: Tennant 20; 6: Howells 17; 7: Hodgson 17; 8: Hardisty 17; 9: Dillion 15; 10: Gowler 15. With riders allowed to drop their worse scoring round the final championship positions are all still wide open.

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 25

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CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;¢ ISSUE 25

05/03/2017

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TRIAL WORLD CHAMPIONSHIP 1978 Yrjo Vesterinen (325 Bultaco-FIN).

It's wide open It was all about Bultaco at the top of the FIM World Trials Championship, as three of their riders had been drawn into a titanic fight for the right to wear the coveted crown pronouncing them as the King of Trials in 1978. At the head of the championship was Finland’s two-time world champion in 1976 and 1977 Yrjo Vesterinen, who had managed to edge out a small points advantage over Great Britain’s Martin Lampkin, who was the first winner of the FIM series in 1975. With nine rounds contested of the twelve-round series it was advantage Vesterinen on 98 points playing Lampkin on 91. Both had won two rounds each but for Finland’s trials superstar his third win in Austria at round nine and Lampkin’s poor sixth position had pulled him ahead in the championship, leaving it all to play for in the final three rounds. They were both under pressure from the young American rider Bernie Schreiber. After a very poor start to the series which included a DNF in Belgium he had found the form in his new dynamic riding style to take four wins! He was moving up the championship like a steam roller and closing in on both his fellow Bultaco riders at an incredible rate of knots. He knew the championship title was still a big ask but when you are young anything is possible. The championship was still wide open in the American’s eyes, and he really wanted it. Words: John Hulme, Motorcycle, Morton’s Archive and Motorcycle News Pictures: Toon van de Vliet, Yoomee Archive, Rappini/Commeat, Eric Kitchen, Malcolm Carling, Honda, CCM, Mauri/Fontsere Collection and the Giulio Mauri Copyright

Martin Lampkin (350 Bultaco-GBR): Riding with a new-found confidence after his SSDT win, ‘Mart’ was in a very determined mood to add the 1978 crown to his first one from 1975.

A dive into the trials archives would reveal an interesting championship where it was a case of the ‘Old Guard’ challenged by a new rider and his riding style which would change the direction of the sport forever. In the first two rounds of the series, covered in issue 24 of the magazine, Vesterinen boasted a full house of wins. His two adversaries Lampkin and Schreiber would come back with a clear message: if he wanted to make it three consecutive world titles he would have a fight on his hands to achieve it. Simmering just behind these three was Sweden’s ‘Lone Wolf’ Ulf Karlson, who would show his worth as the championship unfolded. These four riders were head and shoulders above the remaining riders in the championship.

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TRIAL WORLD CHAMPIONSHIP 1978

Watched here by ‘Vesty’, on the left, and Charles Coutard in Italy, Martin Lampkin (350 Bultaco-GBR) has the ‘Bulldozer’ chin out; I would defy anyone to get in his way when he was in attack mode!

Bernie Schreiber (Bultaco-USA): As the youngster in the dominant Bultaco squad the American soon turned his talent to winning world rounds.

ROUND 3: BELGIUM

ROUND 4: FRANCE

As expected, Lampkin came out fighting and in a real gutsy performance he took the ‘Bulto’ by its horns and took a well-deserved victory. The event at Bilstain had a very ‘English’ feel to it with its rocky muddy banks. Lampkin was in attack mode all day, and in his favour fellow British rider Rob Shepherd on the four-stroke Honda took the runner-up position from Vesterinen on the tie-decider as they both parted with 68 marks lost. The biggest loser in the championship was American Bernie Schreiber who finished out of the points down in 15th position after an eventful day. Living not far from the venue was home rider Jean Marie Lejeune, who came home 4th. He is the eldest brother of three in a trials riding family and was followed by Eddy who competed on a no-awards basis as he was too young to score points and the youngest brother Eric.

Showing no signs of the pressure of being ‘On Trial’, with the future of his time as a Bultaco supported rider being determined in a further seven days, Bernie Schreiber was in excellent form. Classed as ‘crazy’ by many of the riders, the time limit was extended after the first lap by an extra thirty minutes as the organisers were faced with making mass exclusions when only Martin Lampkin and Mick Andrews were able to keep to the time limit. Lampkin would go on to finish one mark in front of Vesterinen to close the gap in the championship chase, as Andrews had a massive crash between the hazards when he plunged off a ledge and fell down, twisting the frame and bending the front forks on the Yamaha. Despite the pressure of the time limit Vesterinen finished 3rd as he held onto his championship lead. With no financial support from Yamaha, Andrews was contemplating his next move to continue in the championship.

SOMMIERES: 5TH MARCH 1978

BILSTAIN: 26TH FEBRUARY 1978

RESULTS: 1: Lampkin 60; 2: Shepherd 68; 3: Vesterinen 68; 4: Lejeune 72; 5: Colson 73; 6: Karlson 75; 7: Andrews (320 Yamaha) 85; 8: Rathmell 98; 9: Birkett 109; 10: Claude Goset (Montesa-BEL) 110.

CHAMPIONSHIP: 1: Vesterinen 40; 2: Lampkin 35; 3: Karlson 22; 4: Andrews 22; 5: Shepherd 22.

RESULTS: 1: Schreiber 125; 2: Lampkin 127; 3: Vesterinen 128; 4: Subira 133; 5: Karlson 138; 6: Shepherd 141; 7: Andrews (320 Yamaha) 142; 8: Gorgot 145; 9: Rathmell 150; 10: Joaquim Abad (Ossa-ESP) 157.

CHAMPIONSHIP: 1: Vesterinen 50; 2: Lampkin 47; 3: Karlson 28; 4: Shepherd 27; 5: Andrews 26.

ROUND 5: SPAIN

MATADEPERA: 12TH MARCH 1978

Ulf Karlson (310 Montesa-SWE): Using his home-grown mechanical knowledge Ulf would fine-tune his own machine on many occasions.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

Ulf Karlson (310 Montesa-SWE): This picture from the Italian world round shows Ulf with the development Cota 348 that had the tubular frame rails under the engine removed to be replaced by an aluminium sump guard, which gave the machine more ground clearance.

With a new three-year contract tucked under his belt Bernie Schreiber showed the Spanish manufacturers Bultaco that he was the ‘Real Deal’. Riding a very standard-looking Bultaco, he fitted his favourite rear shock absorbers and handlebars and took a confidence boosting win over Martin Lampkin. The star of the show though was Mick Andrews. After making a last-minute deal, supported by the UK importers the Holdens, he rode a new 310cc Ossa onto the podium in 3rd place and the patriotic crowd loved it! The event was not a good one for Vesterinen though, as he lost further ground in the championship to Lampkin after losing yet another tie-break with Rob Shepherd. Riding the only other four-stroke machine in the trial Nick Jefferies made some very brave attempts at the steep unforgiving hazards on the Britishbuilt CCM. With an entry of 68 riders, Spanish machines continued to dominate the trials world.

RESULTS: 1: Schreiber 32; 2: Lampkin 37; 3: Andrews (310 Ossa) 37; 4: Karlson 47; 5: Shepherd 55; 6: Vesterinen 55; 7: Colson 57; 8: Birkett 63; 9: Gorgot 70; 10: Coutard 73.

CHAMPIONSHIP: 1: Lampkin 59; 2: Vesterinen 55; 3: Andrews 36; 4: Karlson 36; 5: Schreiber 35.

TRIAL WORLD CHAMPIONSHIP 1978 In this Honda publicity picture you can see the Dunlop rubber ‘wellie’ boot that many riders still preferred to use, including Rob Shepherd before the move to the more protective leather variety.

Rob Shepherd (306 Honda-GBR): After problems in the opening two world rounds, the Yorkshire based rider repaid his faith in Honda with a solid 2nd position in Belgium.

Riding without the full support of Yamaha, Mick Andrews was funding most of the cost to compete in the world championship from his own pocket. He was still riding well but after a fine ride to 7th in France he had a change of direction, taking him back home to Spain and Ossa!

ROUND 6: GERMANY

ROUND 7: USA

Riding full of confidence after his third consecutive Scottish Six Days win, Martin Lampkin took a very important victory in Germany. With his nearest rival in the championship Yrjo Vesterinen down in an uncharacteristic 8th position he opened up a significant lead at the head of the championship. With Schreiber showing the same pace as Lampkin it was a morale boost for the English rider over the new American who was rapidly trying to make inroads into the points deficit he was chasing. It’s interesting to note that the tall German rider Felix Krahnstover gave the Austrian KTM factory its first trials world championship points on the new development 330cc model. In front of Krahnstover was the new SWM rider from Finland Timo Ryysy, who must have been delighted to have been so close to his homeland hero Vesterinen. With the series at the halfway point it would be Lampkin who would take the championship lead across the water to the American world round.

Using his home round advantage to its full effect Bernie Schreiber on the Bultaco was a very popular winner in front of the crowd in America. He was in excellent form and never looked like being beaten all day. Using his experience on the world circuit Schreiber advised the organisers with the setting out of the hazards, making it into an excellent event enjoyed by all. Yrjo Vesterinen once again showed his true form and like any worthy champion bounced straight back off a bad result at the last round to finish 2nd in America. It was the turn of Lampkin to lose out on a tie break as Sweden’s new Mr Consistency Ulf Karlson put the Montesa onto the final step on the podium. After finishing 3rd in the world in 1977 the move from Montesa to the British built Beamish Suzuki had not gone to plan for Malcolm Rathmell and despite a good 7th position in the USA he still did not look happy with his riding.

ALLEMAGNE: 28TH MAY 1978

ROLLING BANCH, 11TH JUNE 1978

At the Spanish world round Mick Andrews was in superb ‘Vintage’ form taking the 310 Ossa to third position and 10 points. He made the decision with the support of Cliff and Roger Holden, the UK Ossa importers, to contest the SSDT on the machine, coming home in 4th position. He would pull out of the 1978 world championship after the American round due to lack of funding.

RESULTS: 1: Schreiber 24; 2: Vesterinen 35; 3: Karlson

RESULTS: 1: Lampkin 66; 2: Schreiber 69; 3: Karlson 83; 4: Shepherd 91; 5: Lejeune 94; 6: Andrews (310 Ossa-GBR) 99; 7: Gorgot 99; 8: Vesterinen 100; 9: Timo Ryysy (SWM-FIN) 103; 10: Felix Krahnstover (KTM-GER) 104.

39; 4: Lampkin (350 Bultaco-GBR) 39; 5: Whaley 50; 6: Curt Comer (Montesa-USA) 51; 7: Rathmell 54; 8: Andrews (310 Ossa-GBR) 61; 9: Gorgot 66; 10: Coutard (280 SWM-FRA) 71.

CHAMPIONSHIP: 1: Lampkin 64; 2: Vesterinen 58; 3:

CHAMPIONSHIP: 1: Lampkin 82; 2: Vesterinen 70; 3:

Schreiber 47; 4: Karlson 46; 5: Andrews 41.

A new young name for the future, Toni Gorgot (Bultaco-ESP) was starting to become noticed with some excellent riding.

Schreiber 62; 4: Karlson 56; 5: Andrews 44.

Malcolm Rathmell (Beamish Suzuki-GBR): The well-documented move from Montesa to the UK based Beamish Suzuki Team was not working out for Rathmell, which was reflected in his results. A wellestablished championship challenger in previous years, he would return to Montesa in 1979.

The Italian motorcycle manufactures had started to move into motorcycle trials. SWM had attracted French Champion Charles Coutard away from Bultaco as they developed their new machine in the world championship.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

TRIAL WORLD CHAMPIONSHIP 1978

UK Motorcycle manufacturer CCM had made a brave, bold move to compete in the World Trials Championship with Nick Jefferies to develop a new four-stroke trials machine.

ROUND 8: ITALY

PINEROLO: 16TH JULY 1978 Once again, we witnessed the talent of Bernie Schreiber as he simply destroyed the field of challengers under a scorching red hot sun in Italy. It was an anxious Martin Lampkin who found that one of his experimental air rear shock absorbers on his Bultaco had been messed with in the ‘Parc Ferme’ overnight, resulting in a complete loss of pressure. After some quick work on it he was away, and soon settled down to the job in hand. His 2nd position further increased his championship lead with Vesty finishing in 5th position. For the first time in his career the nineteen-year-old Spanish rider Toni Gorgot took the final step of the podium in 3rd, just in front of Manuel Soler making a complete top five for Bultaco. Marland Whaley, having made the move from the four-stroke Honda to Montesa, was 8th as Great Britain’s Nigel Birkett coped well with the heat to finish in 9th and with it gain two championship points.

RESULTS: 1: Schreiber 22; 2: Lampkin 37; 3: Gorgot 40; 4: Soler 42; 5: Vesterinen 44; 6: Karlson 50; 7: Subira 54; 8: Whaley 56; 9: Birkett 61; 10: Joe Wallman (Bultaco-AUT) 62.

CHAMPIONSHIP: 1: Lampkin 94; 2: Schreiber 77; 3: Vesterinen 76; 4: Karlson 61; 5: Andrews 44.

Nick Jefferies, seen here in Belgium, would compete on the world scene in a very competitive world championship. The BSA based CCM engine would power the machine, and it would go into production with a limited run of just 100 machines later in the year.

During the 1978 season Montesa would continue to evolve the Cota 348 model that would eventually become the Cota 349. This picture here shows the prototype Cota 348 of Miquel Cirera with the modified frame fitted, with the new aluminium sump shield. Also note the modified ignition cover. Forty years on from this picture you can still find Miquel Cirera involved at the very cutting edge of the sport as the team manager of the mighty Repsol Honda trials team and the association with Montesa through the Cota 4RT.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

TRIAL WORLD CHAMPIONSHIP 1978

ROUND 9: AUSTRIA AUTRICHE: 23RD JULY 1978

You can never keep a good man down, and Finland’s Yrjo Vesterinen came straight out of the starting blocks to show the world that he intended to fight all the way to retain his world championship title for Bultaco. After three laps of twenty tough hazards, which were reflected in the final scores, the single-mark advantage over Schreiber was also a much-needed boost for his morale. For Lampkin it was not such a good day, which was further compounded as he lost 5th position on the tie-breaker with Rob Shepherd. For Beamish Suzuki rider Malcolm Rathmell things went from bad to worse as he posted his worst ever score in a world round with 18th position. French rider Charles Coutard was very happy as he took the SWM back into the points on a much-modified machine. With three rounds remaining could Lampkin maintain his advantage over Vesterinen to take another world title? We would see!.

RESULTS: 1: Vesterinen 136; 2: Schreiber 137; 3: Karlson 140; 4: Lejeune 154; 5: Shepherd 157; 6: Lampkin 157; 7: Soler 161; 8: Coutard 163; 9: Ryysy 172; 10: Whaley 173.

CHAMPIONSHIP (9/12 ROUNDS): 1: Martin Lampkin (350 Bultaco-GBR) 99; 2: Yrjo

Vesterinen (325 Bultaco-FIN) 91; 3: Bernie Schreiber (325 Bultaco-USA) 89; 4: Ulf Karlson (350 Montesa-SWE) 71; 5: Rob Shepherd (306 Honda-GBR) 47; 6: Mick Andrews (320 Yamaha/310 Ossa-GBR) 44; 7: Jean Marie Lejeune (310 MontesaBEL) 25; 8: Toni Gorgot (Bultaco-ESP) 21; 9: Manuel Soler (Bultaco) 12; 10: Jaime Subira (Montesa-ESP) 12; 11: Malcolm Rathmell (325 Suzuki-GBR) 11; 12: Charles Coutard (280 SWM-FRA) 11; 13: Jean Luc Colson (Montesa-BEL) 10; 14: Marland Whaley (Montesa-USA) 10; 15: Nigel Birkett (Montesa-GBR) 7.

ALL TO PLAY FOR

Yrjo Vesterinen (325 Bultaco-FIN).

Yrjo Vesterinen: “After the opening two rounds everything had started well for me, and I was in the lead of the championship as we went to Belgium for round three. Unfortunately, one of the air shocks started to leak quite a long way from the start area. No one had considered what would happen if the shock let its pressure out! You can ride a machine with a damaged traditional shock but not with the air shocks, as the back end would collapse. I had to rush back to the finish, racing on the back streets, and quickly replace the leaking shock. After that I was already running very late, and then came another setback as I had a rear wheel puncture!

Remember the name of this very young rider in Belgium: Eddy Lejeune (Honda-BEL).

After some inevitable rushing that followed I finished third, ten points behind the winner. Under normal circumstances that would not have been too bad, but the winner was Martin Lampkin, who also made it three in a row for Bultaco and the air shocks. Next it was off to France where it was dry, grippy and sunny in the south. Bernie Schreiber was in super form and had a comfortable victory, the first of many that were to follow over the years. Martin finished second and I came third. Martin was closing the gap on me again as Bultaco took its fourth victory in a row. Interestingly Bernie was using the standard Betor rear shocks. He claimed that the air shocks didn’t Yrjo Vesterinen (325 Bultaco-FIN). suit his riding style and stopped him doing his now famous ‘bunny hops’ over obstacles. I was also beginning to feel that the air shocks were perhaps best suited to muddy and slippery riding conditions. Spain was next, and again Bernie was in super form and took his second victory in a row. Martin came second again, and I finished a disappointing sixth. In theory I should have finished a little higher, in third place, but a rear wheel puncture on a relatively easy section near the end caused an unnecessary five, plus some time penalties followed as a result. Bultaco scored its fifth victory in a row with Germany next. No excuses here at all, just a bad day, and it resulted in a victory for Martin and Bultaco. The trip to the States was next in the schedule, and the trial in Pennsylvania was really nice and ‘traditional’ as Bernie won again, his third of the season. I was second and Martin finished fourth, which helped me a little bit in the Championship. Italy which followed was another low point for me. I was growing more and more frustrated with the air shocks on dry and grippy going. Bernie won again, and Martin was second. The following week was Austria where I knew the venue and I had won there before, which helped me mentally. It was clear to me that if I was to stop Martin from taking the championship I had to win; no excuses only victory would do! The week was hell as the pressure that I had put myself under was immense. I did win in the end, but it was not an easy victory. Bernie came second and luckily for me Martin had had a bad day, coming home sixth. My championship campaign was alive again and Bultaco had scored their ninth victory in a row, winning every event so far.”

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

MY FIRST TIME 1978 SSDT

A Highland Adventure

In my mind’s eye all I could see heading north up to the Scottish Six Days Trial was vehicle after vehicle, vans, pick-ups, cars with trailers, you name it, all motorcycle related with one destination: Fort William. This was the dream in my mind as I sat in my father’s Renault 12 with the trailer on carrying my pride and joy, my SWM. With my mother and older brother Alan, plus all my riding kit and some spare parts we were well loaded up as we started on what would be a ‘Highland adventure’ that would turn into an addiction that lasts to the present day.

Words: John Hulme • Pictures: Andy Gregory, The Nick Nicholls Collection at Morton’s Archive, Iain Lawrie, Yoomee Archive, SWM, Trial Magazine France, Martin Matthews and www.motoswm.com

his particular article does hold a place in my heart, as it was generated way back in late June 1978. I was at Stockport Technical College where I was serving my City and Guilds apprenticeship as a welder pipe fitter. Part of the course included the generation of an article on your chosen subject; mine was my new SWM and the 1978 Scottish Six Days Trial. And it has stood a few house moves, a divorce and a flood! In the first part of this article, we will look at the new SWM trials machine before we move into part two and my first SSDT.

Part 1: SWM arrives in the world of trials

In late 1977 the Italian name SWM would enter the world of trials after making a name for itself in the tough world of Enduro. A small motorcycle and moped manufacturer, its sporting heritage in building good quality off-road machines had been endorsed and rewarded in Enduro. The trials models would use the air-cooled Austrian Rotax engine with its Rotary Disc Valve Induction system which was new to the slow-speed world of trials. Here I take up my introduction to the Italian machines.

Ossa Moto UK

The 1978 SWM 320TL. When the new machine was seen in the flesh it looked stunning.

It may sound strange to introduce this story with the name Ossa, but the Spanish brand was imported into the UK by Cliff Holden and his son Roger, based at Ferndown in Dorset in the South of England. By importing the SWM machines into the country, they would become the first dual importer of trials machines in the UK with Ossa and SWM. When this joint import venture was announced, it was also the sign of the first trials motorcycle into the UK to be priced at more than £1,000. Based on the exchange rate the eventual price tag would be £1,048, some £200 more than

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

MY FIRST TIME 1978 SSDT

A strong sporting heritage from the Enduro world paved the way for a full-on off-road attack from SWM seen here in this publicity poster.

It was at the Milan Show at the end of 1977 that the first showing of a new range of models from SWM came to the notice of the trials riding world.

the winning opposition such as Bultaco and Montesa. After deciding to enter the 1978 SSDT, I approached my sponsors Town and Country Motorcycles run by Gordon Ruffley and Dave Lawson. Gordon had first sponsored me on an Ossa in my schoolboy riding days and supplied me with the Spanish machines as I moved into adult trials. I had a new 250cc Ossa on order for the approaching 1978 season. A good friend of the Holden family, Gordon contacted them to enquire about the new SWM. With Ossa, I would receive everything free apart from the spare parts, which would be at a discounted trade price. Town and Country Motorcycles would pay my entry, and when Gordon called to speak to my father, he came off the phone with some excellent news. The SWM would be at a discounted trade price but all my spares, tyres, chain, etc., would be free of charge. Even better was the news that I would receive free fuel and oil at the Scottish. Having sold my Ossa, Gordon loaned me one until the new SWM arrived. Well known for its quality and reliability attributes the trials models would use the tried and tested air-cooled Austrian Rotax engine with its Rotary Disc Valve Induction system. This type of inlet induction was new to the slow-speed world of motorcycle trials.

Production of the new SWM trials models started in Milan, Italy, in early 1978.

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

It's SWM time

The pre-production models arrived on Saturday the 28th January earmarked for John Reynolds, new signing Colin Bell and Team Manager Sammy Miller. Despite the fact that Miller had won Honda its first British Trials Championship in 1977 with Rob Shepherd they did not renew his contact and he had moved to

Times were changing in the trials world and along with SWM other manufacturers including Italjet, Garelli, Aprillia and Fantic all wanted to be part of this new trend of trials models from Italy.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

MY FIRST TIME 1978 SSDT

Sammy Miller had won Honda its first British Trials Championship in 1977 with Rob Shepherd, but they did not renew his contact and he moved to the Italian SWM brand.

1978: You can see the hand fabricated aluminium fuel tank on the machine of the French champion Charles Coutard. He was out of the points in the snow at the UK world round in Wales.

1978: Irelandâ&#x20AC;&#x2122;s Colin Bell moved from Bultaco to SWM but struggled with the attributes of the Rotax engine. He was 14th in the snow at Rhayader in Wales at the UK world round.

1978: John Reynolds on his way to the best SWM rider and 5th position in the snow at the UK world round.

the Italian SWM brand. I was eager to find out how good they were, and John Reynolds soon answered that question. After a brief practice session on the beach near Ferndown on the Saturday Reynolds had taken a brilliant fourth place on the Sunday at the Colmore Cup national backed up by Colin Bell in eighth. John Reynolds then had an excellent fifth place at the cold World round in Wales. My new machine, the second production model off the assembly plant in Italy, was of a small batch for supported riders in the UK and it arrived on the 2nd April. From the word go, I was so impressed. It bristled with works-type features such as magnesium crankcases, wheel hubs and various other parts. Marzocchi suspension was fitted at the front and rear, and the red frame and white plastics certainly gave it the 'cool' Italian look. The look of quality was far superior to its Spanish rivals, and on further scrutiny I found other quality branded parts from Tomaselli and Magura. Its biggest asset as far as I was concerned was that it would start in any of the six gears by just pulling the clutch lever in and pressing the kick-start lever. The Rotax engine with its rotary valve on the inlet port gave out its distinctive noise, and it breathed through a 24mm Dell Orto carburettor which sat very low in the frame. Moving the fulcrum point of the swinging arm closer to the drive sprocket, making the distance just three inches, was claimed to make the interference of the chain 'pull' less which in turn

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

1978: An Italian rider on an Italian machine. Giovanni Tosco would contest a full season of international trials for SWM and played a part in the ongoing development.

made the rear suspension more neutral. Another nice touch was the 'C' shaped aluminium protector around the gearbox sprocket, which would protect the cases if the chain derailed or broke.

Enduro innovation

The air-filter system came from the Enduro racing experience which meant that if water entered the air-filter box, it would be allowed to drain out through a small rubber outlet at the bottom of the box. The air filter had a small deflector plate fitted at the inlet point to divert any water away from

the breathing point. You just squeezed the rubber outlet to drain the water, so simple but so effective. The paint quality was almost as good as the 'stove enamel' process, and the quality of the welding on the frame on the SWM put the Spanish machines to shame. Simple things like the hole in the aluminium sump shield matched up to the magnetic drain plug; on the Spanish equivalents, this never happened making access to drain the oil very difficult. Featuring 'straight cut' gears for a close, effective and easy change gave the engine its sound, and the magnetic plug attracted any foreign particles that were found. The front exhaust pipe was tucked out of harm's way and exited through a middle box and quite a large rear silencer. A quick-release rear wheel was fitted that would allow the brake and rear sprocket assembly to stay in place if you wanted to remove the rear wheel. The rear hub assembly houses six large diameter rubber rings which act as a 'cush-drive' system to make for smoother delivery of power to the rear wheel. The fuel tank and seat could be easily removed for maintenance by two elastic rubbers at the rear of the seat. If I could find anything to be critical of it was the rear shock absorbers. The Marzocchi shocks looked good with the external cooling cylinders, but I was very much a Girling man and only time would tell if I was correct.

My First Ride

It performed very well straight out of the crate, and I could not believe just how good the first four gears were, something that John Reynolds had endorsed on his first ride. The distinctive engine noise took some getting used to, but it was a big thumbs up all

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 25

MY FIRST TIME 1978 SSDT

The Spanish Ossa brand was imported to the UK by Cliff Holden and his son Roger based at Ferndown in Dorset in the South of England. By importing the SWM machines into the country they would become the first dual importer of trials machines in the UK with Ossa and SWM.

Signing on at the 1978 SSDT.

Certain components on the SWM are marked with paint so they cannot be changed during the six days.

What nerves? Itâ&#x20AC;&#x2122;s time to get the machine examined!

round. After a weekend practising on it I finished second in a local event first time out, which was pleasing as it was now only two weeks away from the Scottish. The SWM was pulled apart, and every part was checked. I started with the wheels and checked the spokes and nipples for cracks. The Pirelli tyres were swopped for Dunlop, which I preferred, and new inner tubes front and rear were fitted. Close attention was paid to the tyre clamps, and any sharp edges removed. Wheel bearings were checked and leading edges put on the brake linings to make them more efficient. A new set of chain and sprockets were fitted, and 'Loctite' applied to the sprocket bolts. My father Ron took the cylinder head and barrel off, checked the ignition timing was correct and checked all the electrical connections were okay and applied some waterproof lubricant to them. The carburettor was checked and a note made of the internal jets in case we needed to change them in Scotland. New Renthal handlebars were fitted, and the grips made secure. With the machine all back together I rode it in a trial to its first win as a 'shakedown' to make sure it all worked okay. Tools we would need, and spares were all sorted out, and I made sure I had all my riding kit for the week. I also made a point of sorting out what to carry in my tool bag that would be around my waist.

John Reynolds rode this SWM to a superb third place after a best performance ride on the final day.

This is the 125cc SWM that Roger Holden rode. He retired on day four with chain problems. My good friend Toon Van De Vliet from Holland with Sammy Miller. Toon is still very much a part of both Trial Magazine and Classic Trial Magazine, providing many articles, information and pictures.

CLASSIC TRIAL MAGAZINE 2018 â&#x20AC;˘ ISSUE 25

MY FIRST TIME 1978 SSDT

Sammy Miller was out and about on his SWM during the whole of the six days offering his advice. He was an inspiration all week with his supportive words.

Colin Bell looks happy in this picture with his SWM. The ‘Scottish’ did not go to plan though and he returned his machine after the event and moved back to a Comerfords supported Bultaco.

The ‘Scottish’ is always full of characters and one of them in 1978 was the SWM mechanic from Italy, Dario Seregni.

Day One: It’s a feet-up attack at the big step at the top of Altnafeadh, which was executed with a clean ride.

Part 2: Scotland, here we come

We set off up to Scotland on the Friday and arrived mid-afternoon to the Innseagon House Hotel just outside Fort William, which would be our base for the week. The previous year on my first visit to the SSDT we had stopped in a caravan at the bottom of Ben Nevis! My mother talked my father out of this for my first ride in the event, thank god. After having a look around on the Saturday, I welcomed the traditional 'Weigh In' day on the Sunday on the West End car park. Here we set up camp with SWM UK and the Italian guys who had turned up in a Simca estate car and trailer full of parts and machines — what happened to the promised factory truck I had been told about? The good news was that the team's superb trials mechanic Dario Seregni was there, along with Pietro Kuciukian the Team Manager and Giovanni Tosco who were riding and arrived with the co-founder of SWM, Fausto Vergani. I was pleased when Dario had a quick spin on my machine just to confirm all was okay. The gearbox oil was changed and new control cables fitted, I would carry the old throttle cable as a spare knowing it would fit. I attached a spare rear inner tube to the rear mudguard and also fastened spare control levers to the frame. Team Manager Sammy Miller supplied a pre-stretched quality Izumi chain which was duly fitted, and he handed out spare NGK spark plugs. I purchased a pair of RG trials boots at a reduced price and received a new riding kit from the TT Leathers boss Len Thwaites, thanks to Nick Jefferies telling them I was a good young rider. It was then a case of handing my SWM to the officials to have the marking paint applied to the parts that could not be changed during the event which included the frame, swinging arm, front and rear wheels, front and rear suspension, engine and cylinder head and barrel and the fuel tank. I then wheeled the machine into the secure compound.

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Day Two: A long steadying ‘dab’ in the very difficult Kilmonivaig in the morning.

Day Three: Concentrating on holding the line in the rain.

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MY FIRST TIME 1978 SSDT

Day Three: Later in the day at Chairlift.

Pietro Kuciukian, the SWM Team Manager from Italy, rode a 125cc to finish the event in 186th position; he was happy.

Six Days

Sammy Miller told me to once again check my machine in the 15-minute allowance in the morning before you start, which I did. He also advised me that I should carry a spare front inner tube in my bum bag and helped me to sort out what tools and spare parts to carry. I adjusted the tyre pressures to 8 psi in the front and five psi in the rear. The SWM started first kick, and I was happy; Sammy Miller and Cliff Holden flashed a satisfying smile which made me also smile. DAY 1: This was a new experience for me but very enjoyable. I found the moor crossings quite difficult, especially after the lunch check in Kinlochleven before we headed out to Blackwater. The moor crossings throw all sorts at you but I was fine apart from one incident where I misjudged a river crossing and water covered the engine, but it kept running. I was getting low on fuel on the moors as I came across Nick Jefferies whose aluminium fuel tank on the CCM had split. I offered to help, but he advised me to keep going. All was fine, and I arrived back at the finish with plenty of spare time. I adjusted the chain and ran the tools over my machine, and handed it back into the secure compound. DAY 2: Once again the SWM fired up no problem, and I then had a quick look at my time card to check where I was going. I enjoyed the morning's riding conditions which were fine and dry. Just after the lunch check, the SWM seemed quite rich on the carburation, and I noticed that my fuel tank was leaking on one of the brackets where it had been welded, and the fuel was running down the throttle cable and into the carburettor. The new 'Super Tape', now named 'Duct Tape', from the USA had arrived in the UK. After giving the leaking point of the fuel tank a good clean, I applied some of the tape which appeared to be working. Sammy Miller had a quiet word and told me not to mention it to anyone!

All week my father Ron on the left and Cliff Holden on the right made sure I was well looked after.

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Day Four: I take a steadying foot at the sections at Camp. I was tired now and I knew it!

MY FIRST TIME 1978 SSDT

Day Five: It’s a busy me in the morning at Kinlochleven after a front wheel puncture earlier.

My service crew were maybe not on par with the F1 scene but I was always glad to see them.

Day Five: Cliff Holden tells me to calm down a little after the puncture; did I listen? No, as I was having too much fun!

DAY 3: I set off for the day well kitted out as it had started to rain. It was a long, cold, miserable day and it made me realise just how tough this event is. You have to remember to 'lift' yourself when you arrive at the hazards and prepare to ride them. Hand your time card in if a delay is available, and John Reynolds kept reminding me to check my tyre pressures as they go up due to the heat on the road. I considered the new hazards at Ba House difficult, and I struggled with them. It was quite encouraging to see the top riders losing marks though. Due to the severity of the hazards, I got behind on time. Mick Andrews urged me on, but at the finish, I had lost 20 marks on time - I was gutted. DAY 4: With a total mileage of 113 miles I gave the machine a good 'fettle' in my 15 minutes. My father Ron told me to up my speed a little on the road sections, and I can happily tell you that the Rotex engine was good for 70mph on the road. However, coming into the lunch check at Salen the engine died and stopped running. I pushed the SWM into the lunch check, had a quick bite in my time allowance to eat, and then pushed it out. My first instinct was to change the spark plug, and with a new one in it fired up first time. Sammy Miller who was out and about on his SWM assured me he was pretty sure it would be okay. Sammy was an inspiration all week with his supportive words. DAY 5: The weather was fine again, and I set off over the Mamore Road full of the joys of the event having just ridden the hazards at Callart Falls, but then disaster struck. I hit one of the shallow stream crossings a little hard, and the front tyre was punctured, and it went flat. I soon had the front wheel out and a new tube fitted, but the front wheel nut threads had come away from the spindle. John Reynolds told me to tighten the front fork 'pinch bolts' and ride steady to the lunch check in Kinlochleven. A new front wheel spindle was fitted, and all

Day Five: It’s all hands on deck after I had crashed coming down from the hazards at Bradileig after I got crossed up in a rut and had a massive crash. Following riders had seen me crash and stopped to help. It was a battered and bruised ‘me’ who got to the fuel stop. I got a severe lecture from my father Ron, he was not a happy chap!

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MY FIRST TIME 1978 SSDT

Friendships are made and last forever at the SSDT. My father Ron on the right is very happy to see the SWM Team Manager on the left, Pietro Kuciukian, finish the event. They would share many a ‘smoking moment’ over the next few years.

Day Six: My brother Alan on the left looks on as we check the machine before the officials have a look at it at the finish.

was good. I was a little behind on time, and coming down from the hazards at Bradileig I got crossed up in a rut and had a massive crash. Following riders had seen me crash and stopped to help. The rear mudguard was broken, the throttle damaged and the fuel tank had taken a hefty blow which made the leak worse. It was a battered and bruised 'me' who got to the fuel stop. Back at the finish some quick 'spanner work' soon had the SWM back in good condition though! DAY 6: In the 15 minutes I fitted a new front tyre and tube, just to be safe for the final day of the adventure. It was still a long day with just over 70 miles to cover but the weather was kind, and I was very happy to make the finish of my first Scottish Six Days Trial. Cliff Holden and Sammy Miller shook my hand, and I thanked everyone for their help and support. I had put another 20 years on my mum and dad, Joyce and Ron, but they were very happy I had finished; the support from them as always was very much appreciated. It had been a tough week, and I had proved that the SWM was well up for the job. As I type this up from my original document, I can tell you that the addiction is still as strong as ever for this legendary ultimate test of human and machine!

Giovanni Tosco came home in 28th position.

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Day Six: It’s Pipeline time; a three was the reward.

My first of many Scottish Six Days Trials comes to a close.

JAMES

NOBLE At the scot tish pre â&#x20AC;&#x2DC;65 2018 # tak e i t tot h e l i n e

w w w. a p i c o.c o.u k Image credit: Eric Kitchen