Classic Trial Magazine Issue 27 Winter 2018

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

Issue

27

FACTORY

ROB SHEPHERD HONDA

MECHANIC

SAM BROWNLEE NEW EVENT

WINTER 2018 Issue 27 • UK: £6.25

LEVEN VALLEY TWO DAY VACATION

VACATION

COSTA BRAVA TRIAL LEVEN VALLEY MECHANIC

REUNION

www.sidiselect.co.uk

THE

SOLE

OF MOTORCYCLING SINCE1960.

FOCUSED ON FEET SINCE 1960 For more than 50 years, Sidi has been driven by a single vision - to design and manufacture the best, most technological footwear for athletes the world over.

In 1960 SIDI began as a craftsman’s workshop manufacturing mountain sports footwear. In the 1970’s SIDI began specialising boots for off-road and on-road motorcycling. Dino Signori, founder of SIDI, has combined a passion for style and protection, with more than 50 years of experience manufacturing innovative technology-led footwear.

Thanks to this passion and a deep, intuitive knowledge of the industry SIDI has become the market leader in highest quality motorcycle shoes. After half a century, SIDI’s unique balance of tradition and innovation, style and comfort, make SIDI the award winning exceptional footwear brand it is today.

focused on feet

TRIAL ZERO 1 BOOT FOUR COLOURS NOW AVAILABLE

Picture: 1968 Bemrose, Graham Acton (Greeves), Hollinsclough Credit: Malcolm Carling

Cover Photo: Jean Caillou (FRA) ex-Rob Shepherd 1979 Honda RTL 360 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

Editorial ��������������������������� 8 Paddock ������������������������� 10 Shopping ������������������������ 12 Subscribe ����������������������� 40 Poster ����������������������������� 49 Back Issue’s �������������������� 60 Parts Locator ������������������� 90 Shop ������������������������������ 96

FEATURES

Factory Special ���������������� 14 Honda 360

New Event ���������������������� 22 Leven Valley Two Day

Mechanic ������������������������ 32 Sam Brownlee

Flashback North �������������� 42 1968 Bemrose

Conversion ��������������������� 54 Honda TLR 250

International ������������������� 62 Robregordo

On Trial �������������������������� 64 Montesa 4 Ride

Vacation ������������������������� 66 Costa Brava Two Day

Reunion �������������������������� 74 Perce Simon

Flashback South �������������� 80 1968 Cotswold Cup

Product Feature ��������������� 86 Wrapping

Sport ������������������������������ 92 Kia Championship 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

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

Executive Director: Philippe Benhamou Editor: John Hulme, england@trialmag.com Editorial Staff: Jean Caillou, Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield.

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, Motorcycle News, Brian Holder.

Advertising Manager: Lisa Reeves, lisa@trialmag.com Proof reading: Jane Hulme, Davina Brooke Design and Production: Dean Cook, The Magazine Production Company Printing: Buxtons Press Webmaster: Heath Brindley, www.trialmaguk.com

NEWS

LEGENDS CONFIRMED: TELFORD 2019 The ‘Classic Dirt Bike Show’ sponsored by Hagon Shocks will be back with a bang on February 16th-17th 2019 with two iconic all-time off-road champions being confirmed as the guests of honour for next year’s crowd-pleaser.

As always, Classic Trial Magazine will be in attendance along with our new title Motorcycle Retro Replay so come and pay us a visit. Multiple world, indoor and British Trials Champion Dougie Lampkin will be a star guest at the popular off-road show held at Telford International Centre. The off-road legend will be appearing on stage with supreme commentator Jack Burnicle who will probe into the highs and lows of how Dougie got to the top.

On the motocross side, who is better than John Banks, the mighty BSA warrior, who won four British Championships and narrowly missed out on two World 500cc titles.

Once again Jack Burnicle will interview Banks on stage each day with a first-hand account of his years in Europe including how Bengt Aberg beat him to the 1969 crown and of his experiences with the BSA competition shop until its closure in 1971.

This year the show will be celebrating the off-road machines of fifty years ago.

The clock is being turned back to 1969 and show consultant Alan Wright is seeking machines of that year – contact him with offers of 1969 machinery on: 01789 751422.

They do not need to be concours condition but just solid examples of that year’s offerings. Dozens of clubs and private owners will be showing off their beautifully prepared off-road machines at the show while hundreds of traders will be offering dirt biking kit — from new models, parts and accessories to riding gear and even project motorcycles if you’re up for a challenge! Plus, why not have a rumble in the auto-jumble starting at 9.00am and get your hands on an off-road bargain.

Finally, join us on the Saturday evening where the two off-road legends will recount memories of their exploits to assembled guests during a three-course, sit-down meal for just £33.00. Exhibition manager Nick Mowbray says: “Guests will hear fascinating tales from legends in the off-road industry during the course of the meal. The Classic Dirt Bike Show dinner is an exceptional evening in the off-road scene not to be missed”.

Further details of advance ticket sales and of the dinner can be found at www.classicbikeshows.com

MOTORCYCLE RETRO REPLAY EDITION 01 | YEAR 2018

NEW

Once again Kia sponsorship has been secured for the 2019 series where seven of the proposed ten rounds will count towards the championship.

RD 1: 24th February Aqueduct Classics; 17th March Lancs County MCC; 7th April Congleton & District MCC; 26th May Sheffield & Hallamshire MCC; 22nd June Devonport & District MCC; 23rd June Torridge & District MC; 14th July Wye Valley Auto; 15th September Richmond Motor Club; 13th October Central Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 22:51 Wales Auto; 3rd November Castleside Trials Club.

CM

MY

MY

CY

CY

CMY

CMY

K

K

6

MOTORCYCLES

o 2 4 t 0 6

50 YEARS

IL

TRIALS OLD

TRIALS

AND

NEW

SS

CM

•

E

Y

RACING

Y

N

Y

ROAD

Yes, you have read it correctly. It is a new exciting publication Motorcycle Retro Replay available and ready as the ideal Christmas gift for motorcycle enthusiasts to enjoy.

It is a one-off special to be published just once a year from 2018 onwards and will be in A4 format, semihardback, covering road racing, motocross, trials and enduro with features on riders, engineers and races from a period of 1960-1985 using superb quality images. The majority of the photographs have never been seen before.

It’s available in selected retail outlets, but it’s just as easy to go to www.motorcycleretroreplay.com and order a copy delivered directly to your door in time for Christmas. to pageTrialMag 88 for more details.

John Turn Lee Classic 1113.pdf 1 29/11/2013 19:00

19

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MOTOCROSS

M

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•

FA

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THE GOLDEN AGE 1965-1985

ISSUE 01: 2018 • UK: £8.99

ENDURO

KIA CHAMPIONSHIP 2019

A PICTORIAL HISTORY OF MOTORCYCL E SPORTS

RU N

S BU

I

01933 312827

www.johnleemotorcycles.co.uk 8 Market Square, Higham Ferrers, Northants, NN10 8BP

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

TRIALS GURU JOHN MOFFAT

A time for reflection Coming to what is known as the ‘end of season’, it’s always a good time to reflect on the past year. 2018 has been a fairly busy one for me: working on my website, editing two major event programmes, helping promote a new classic motocross venture in South-West Scotland, machine preparations – and actually riding them, which is what it’s all about.

One of the major highlights in 2018 for me was the inaugural Leven Valley Two Day Trial at Kinlochleven. For many years riders across the land have been begging for a twin-shock event in that area. However, logistics always prevented such an event being tagged on to the SSDT, mainly down to restricted land use as it would create a far too cluttered experience. The last weekend in September has proved to be ideal for both landowners, land managers and the local people who have to lay such an event on the ground. I was given the privilege of being the first rider flagged away by Sammy Miller MBE, who was the very popular guest of honour. There is no doubt in my mind that this trial, being an overnight success story, is shaping up to become one of the best supported classic nationals in the UK and European calendar.

The Kinlochleven & District organisers, led by their go-ahead chairman Martin Murphy, are already entrenched in planning the 2019 edition, using feedback from a variety of sources following this year’s event. The big advantage is that this particular trial is staffed by local people, with some assistance from what we call in Scotland ‘incomers’.

Martin is a local businessman who heads up Leven Homes Ltd, a building company employing many people, and therefore a very busy man, so planning is essential to him. How he finds the time I really don’t know, but the sport could do with a few more true enthusiasts like Martin, the Dougans and those in Kinlochleven who work hard for our sport.

I rode in the company of my son Steven, who enjoyed a break from his two-stroke 300 Beta with an outing on his Seeley Honda. My ride on the Vazquez-prepared Bultaco was fairly uneventful, but shortly after the start, Steven suffered a rearwheel puncture, something that had plagued him during the Highland Classic in June. The Honda was devouring rear tubes! The problem was, I had forgotten to re-stock with tubes, and we only had one left between us. Stirlingshire rider John Norrie was on hand to give Steven some assistance as I retraced my route back down the Mamore path to see what was

8

John Moffat, The Trials Guru

going on. He tore out the damaged tube and fitted our only spare, muttering this was “hopeless and why didn’t you get it looked at!” When examining the tube carefully, there appeared to be something metallic stuck to it. When he had changed the umpteenth tube in our workshop in June, the small rear brake ferrule had fallen to the floor, and we couldn’t find it. I robbed one from the spare Seeley which is under construction, but somehow the wayward component had got inside the rear tyre, and this was what had caused the multiple deflations. After the blue air cleared, we set off again (with ferrule in pocket) and had a laugh about it. Needless to say, his tyre stayed up after that!

For me this is what the sport is all about; co-operating, assisting and promoting.

It’s what makes our sport work. We need enthusiasts and a bit of fun and laughter along the way. Just a pity some of our numbers take themselves way too seriously!

See you in Telford.

Steven Moffat (Seeley Honda)

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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MAKE AND MODEL NUMBER SPECIFICATIONS

Motor Single cylinder 2-T water cooled – 272cc (76 x 60) Carburettor 26mm Ø Dell’Orto flat slide (These will be fitted to the production machine) Gear-Box 5 speed Clutch 12 plate Cycle Parts Frame 6063 specification aluminium CNC machined Front Suspension Ø 40 mm Marzocchi aluminium Rear Suspension Ohlin’s Shock-Absorber Brakes disc Ø 185/150 mm - AJP 4 and 2 piston callipers.

Dimensions Seat height: 665 mm; Footrest height: 330 mm

Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre.

Price £5,995

Price includes VAT. Price correct at time of print.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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More at www.shoptrialmag.com

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

13

FACTORY 'SHEPS' 360 HONDA Jean Caillou aboard his ex-‘Shep’ Honda at the recent Nostalgia Trial in Cumbria.

THE

BIG RED PUZZLE 14

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

FACTORY 'SHEPS' 360 HONDA

The engine is very compact, despite its overhead camshaft. Note the high position of the gearchange lever, typical of this works Honda.

Restoring a works trials machine is not very much more difficult than working on a production bike, the problem is in finding one! And when it comes to an ex-Rob Shepherd 1979 Honda RTL 360 it's like touching the Holy Grail of the greatest era of trials history.

Come a little closer and look inside, you lucky readers, as we unravel the big red puzzle.

Article: Jean Caillou and John Hulme • Pictures: JC and Eric Kitchen

T

he Honda RTL 360's career spans over seven years without much change, and the happy few who received two per season from Japan had a tendency to keep everything they could to gather a good little stock of spares year after year. In theory, everything was supposed to be destroyed at the end of each season to avoid paying huge import taxes, the machines and parts being sent to Europe tax-free only if they stayed there no longer than one year; well this was the theory, but the Japanese didn't want to pay for their return!

Detective work and negotiations Who could blame job-loving mechanics to be reluctant to send all these beautiful parts made of precious metal to the crusher? It is how this Honda engine was saved by a former Honda Britain employee and later sold to yours truly.

The frame was traced in Belgium where several ex-Shepherd machines were sent in 1981, when he put an end to his brilliant career, to be used by Japanese test rider Kiyo Hattori. The wheels with their magnesium hubs were found in a shed by

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Sammy Miller, Shep's former team manager.

It may sound easy summed up like this, but the quest actually took about 15 years in total. It also meant numerous encounters, trips abroad, hours of detective work and negotiations without any consideration for overall cost, all rare things being expensive as you will know. At least the expense was spread over many years, which makes it sound better. The goal however, was not to put this precious motorcycle in a safe; it had to be restored for good use thus leading to possible deviations from authenticity but hopefully not too many.

Lightweight material Apart from the modern Michelin tyres, which had to be fitted to replace the original hard-as-wood MT43 Pirellis, there will be only one deviation, the tank and seat unit. This beautiful featherweight fibreglass piece is as thin as cigarette paper, and a mould was made to make an accurate copy just a little thicker, for obvious reasons. We had to forget the extra weight, which was not too much when we replicated it. At least it might not explode on its first encounter

with a sharp rock, just as happened to Rob himself at the 1979 Scott Trial, who eventually lost out on victory due to a hefty loss of fuel through the gaping hole which was the size of his fist!

Aluminium inserts for the fuel cap and tap had to be machined. The cap would come as an off-the-shelf part from the Honda TL125 and the fuel tap itself from an unidentified Honda moped model from the '70s. It took several years to find, and eventually, one was located at an autojumble in Belgium. Of course, when parts are simply missing you must have them reproduced.

Having previously restored Eddy Lejeune's 1982 world championship-winning RTL 360, it helped a great deal since they are quite similar. One of its rear shock absorbers was sent to Rockshocks in England with spare springs, rings and cups. Rockshocks owner Gary Fleckney was able to make accurate copies, machining bodies from billet. Yes, it took almost seven months, but it was well worth the wait since they work even better than the original units.

The air filter had to be reproduced as well, as there is no such hand-made item in the Honda catalogue.

Other than that, it has no electronic ignition, and the conventional points almost never need adjustment.

The coil, with its piggy-back condenser, can be found on several Honda period models. Black Renthal handlebars bars were even found which was not so easy, thank you to Oliver Barjon for these, so you can have the true Rob Shepherd ‘feel' when riding.

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FACTORY 'SHEPS' 360 HONDA

A truly classic line... The exhaust silencer, made of thin steel, takes up every space available to produce a very quiet note.

The engine

The engine that everyone wanted.

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The engine is known to be bulletproof; however, the con-rod tended to wear out on the gudgeon pin side and is too thin to insert a plain bearing. A thicker pin had to be found and was fitted after boring out its housings in the piston. With this, the engine became smooth and silent again. The bottom end needed no such work at all.

Strangely, the rockers were missing from the engine. A small batch was made at a high cost, but they proved unsatisfactory. Fortunately, a ‘NOS’ pair was eventually traced in Belgium – thank you Patrick Pissis – and saved from an HRC dustbin.

Their axles were also missing, but they could be replaced with standard Honda XL250 parts that just needed to be shortened. The clutch plates are identical to Honda CR250 motocross models. The crankcase and its covers are made of magnesium and are carefully varnished inside and painted outside, which protected them well from corrosion.

The varnish remained as it was but the outside was gently blasted with peach-stone powder and then protected with a layer of selenium anhydride diluted in water. It is a molecular treatment that turns the light metal into a funny dark-pink colour.

It was then coated with Restom's special engine paint. Take it to the kitchen oven for about an hour

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FACTORY 'SHEPS' 360 HONDA

The long kickstart lever was required to bring the four-stroke engine to life.

while your mother is away, and you're done!

Reassembly is no big deal as long as you've timed a four-stroke single before; timing marks can help, and a new head gasket has been manufactured replicating the old one. Tuning is easy as we just copy what has been done on several other RTL306s and 360s which have been restored over the years with fellow RTLR Club members, about eight altogether.

Geranium red The rolling chassis is a conventional steel frame which has been lightly sanded, revealing its serial number on the headstock, RTL360F for Frame — 0379 confirming it was made in March 1979. A thin layer of sizing is sprayed on and

The last twin-shock win in the FIM World Trials Championship was with Lejuene and Honda in 1984.

This fully magnesium aircooled engine is unique in Honda engineering with its one-piece top crankcase and cylinder!

It's mechanically rather simple, a clue to reliability.

A thin layer of undercoat dries under the summer sun; three layers of Citroen Geranium red will be sprayed over to bring the frame back to life.

A factory engine needs as many titanium bolts as possible!

The engine is in place — a shoehorn was very useful!

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FACTORY 'SHEPS' 360 HONDA

The ex-Shepherd 1979 RTL360 with its stablemate Eddy Lejeune's 1982 world championship-winning model.

The crankcases and their covers received a coat of special Restom paint before spending an hour in the oven.

Rob Shepherd (left) with Jean Caillou.

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The alloy cylinder head with its big valves and the old head gasket. The power reaches 20HP.

then three coats of PPG paint of the correct orangered. There is a Citroën colour-coded Geranium Red, which is perfect!

Thanks to a small stock of spares gathered over the years to restore other factory Hondas almost all the compulsory titanium bolts and nuts have been found. If not, you can expect to spend another £2,000 to have them made as they are all specific.

The swinging arm pivots on plastic bushes that can still be found at your Honda dealer, they are a TLR reference as well as their dust covers. As the chain tensioner pad is no longer available, be prepared to pay around $50 on eBay. The front forks are formed on a milling machine from billet but are otherwise quite conventional — they received an air valve two years later.

Their 35mm oil seals can be easily found as they are the same as the Honda CB750. New spokes from a Honda TL125 can replace corroded ones if needed. The DID wheel rims are also the same as production ones but with holes on the sides for the tyre-retaining self-tapping screws. Modern security bolts are recommended though, at least on the rear wheel.

A brand new throttle cable from the HondaTL250

The oil pump is driven by the kickstart pinion as often seen on Honda engines.

from Venhill was a sensible improvement with the old one being completely stuck. After the engine rebuild and some fuel in the cylinders — not too much — and with two ‘prods’ on the kickstart lever, the first one to charge the condenser, and it burst into life. Now let's go for the steepest, slippery climbs we can find to hear that distinctive Honda exhaust note, which now sounds maybe just a little beefier!

Some history of the machines I am working on a book to tell the Honda trials history, but here we can tell you a brief history of the frame.

In 1974, Honda decided to enter the sport of motorcycle trials. The little TL125 four-stroke had been launched a year earlier, and the TL250 model was about to appear when they hired Sammy Miller of Ariel and Bultaco fame to develop a real winner and head a competition team of riders in England while Bob Nickelsen, in California, led an American equivalent.

In 1975, after a couple of prototypes were built

by Miller housing modified TL250 engines into his Hi-Boy frames came the RTL300 – actually capacity

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FACTORY 'SHEPS' 360 HONDA

Rob himself has tested his old steed himself but he confessed to liking Eddy's machine better…

a 305cc — for Nick Jefferies and Marland Whaley to ride. Whaley rode his to victory in the American championship.

As early as 1976 an all-new prototype was unveiled, also named the RTL300, but in reality, it was a 306cc and had lost two of its four valves.

The engine was made of magnesium, apart from the aluminium cylinder head, and, above all, the stroke was only 58mm instead of 74mm with a much bigger piston, quickly bringing the nickname 'short-stroke' as opposed to the previous 'longstroke'. With the crankshaft being much lighter the little jewel was graced with several other magnesium parts and titanium bolts and nuts and tipped the scale at only 85kg – 187lbs – which is less than any other two-stroke competitor! However, it lacked smoothness and also power at a time when the world championship sections were getting bigger and bigger and, you have guessed it, needing more power at all times.

So for 1978, after parting with Miller, Honda gave Rob Shepherd who was the newly-crowned British champion in 1977 aboard the 'old' 305 long-stroke an evolution of the 306 stroked to 68mm to give it a capacity size 359 cc, and this is where RTL360 model name came from.

Receiving the new beast only days before the demanding 1978 SSDT Rob nevertheless took it to sixth place. Then the engine started showing problems due to its chrome-plated liner leading

The original 1979 Scott Trial tank and seat unit has been carefully repaired and signed

by Rob, but remains too fragile to be used.

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to engine seizure when it was over-heating. The solution was to fit a more conventional steel liner.

With its heavier crank the machine now weighed about 10kg more – over 200lbs in total – but it was also the most powerful one around; nothing could stop this engine, but sometimes it proved difficult to ride! It maybe explains why, despite public demand, they never dared make a replica of this machine for the average rider.

After finishing fourth in the 1979 SSDT, and then third in 1980, he rounded off the season in fifth in the World Trials Championship.

After leaving Honda the young Belgian Eddy Lejeune took the mighty RTL360 to the highest level, winning three world championships in a row, 1982, '83 and ‘84. Its engine crankcases were now made of stronger aluminium with a steel oil cooler, and the frame was reinforced in places, bringing the overall dry weight to over 97kg/214lbs.

In 1985, Eddy rode a radical monoshock evolution of the 360 to second place in the world championship. He, and Great Britain’s Steve Saunders, were then given RTL270s to fight for a podium place behind the new World Champion Thierry Michaud. These smaller-capacity machines were to be dropped after only two seasons. It would be many years until four-stroke trials machines became popular again with Spain’s Toni Bou leading the way with Honda in 2007 as a new world champion.

All these years on the machine attracts interest wherever it goes.

Jean Caillou is a four-stroke man in all areas of motorcycles.

Rob Shepherd riding the featured machine in 1979 when it looked almost new, just as it does once again.

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NEW EVENT LEVEN VALLEY TWO DAY

An alternative

Scottish

Every year my events calendar is pretty much full, covering most things motorcycle and trials related. My ever-suffering wife usually takes a pen and marks the calendar in any random spot, and that’s my two weeks’ holiday booked! Having been married for 20 years, this year she wanted something special, and when the pen landed on late September we decided on Rome, Italy, bingo top result! Just before we booked our well-earned holiday I just happened to mention a new event in Kinlochleven, the Leven Valley Two Day Trial; ‘Hmm…’ was the response I got. So, after a roasting hot holiday in Rome reduced from twelve days to six we returned home on the Tuesday, and it was a Thursday departure up north to resume the ‘Holiday’ in the rain! The month of May has meant just one thing in my life since 1976, and that is the Scottish Six Days Trial. This new event was running at the end of September as autumn closed in on us in Kinlochleven, which is the location used for so many years in the SSDT and one strongly associated with the Pre-65 ‘Scottish’. This new event promoted by the Kinlochleven & District MCC over the weekend of the 29th & 30th September offers classic trials riders an alternative event as it is open to all twin-shock trials motorcycles.

Article: John Hulme

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NEW EVENT LEVEN VALLEY TWO DAY

The winner John Charlton receives his award from Sammy Miller. Not dropping any marks at all this was a superb display over the two days from John.

I

t was really strange to arrive in the Highlands later in the year than my annual trip in late April/early May, and as I drove down Glencoe, the surrounding area looked so very different. Firstly, there was no snow evident anywhere, and secondly, the whole place looked so green! One thing which had not changed from the weather in May was the rain though. This beautiful part of the world had taken me from ‘baking’ in the Mediterranean sunshine with clear blue skies back to reality. As we approached Kinlochleven, it looked very dark and black, and the rain was falling. As it happened, the two-day event would be covered by a huge rain cloud for both days in late September, but one thing it did not do was dampen the enthusiasm of everyone involved.

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NEW EVENT LEVEN VALLEY TWO DAY

Sammy Miller shares the moment of opening the 2018 Leven Valley Two Day Trial with the first men away, John Moffat (Bultaco) and his son Steven on the Seeley Honda. Next time you see John ask him about the missing nut in the workshop! It turned up after three hazards on day one – inside the rear tyre of his son Steven’s Honda, three inner tubes later…

An idea Many years ago a group of motorcycle trials enthusiasts were discussing just how good it would be to see the old twin-shock machines from the post-1965 era back in the Highlands of Scotland. The new following of many iconic European and Japanese manufacturers had produced a magnitude of machinery for riders both young and, shall we say, ‘mature’ from the mid-sixties just waiting to return and to be ridden over some good-old SSDT hazards.

The Trials Guru, John Moffatt, had supported these ideas knowing of the attraction for such an event and, along with his local club, Inverness & District MCC which is further North of Kinlochleven, they now hold the hugely successful Highland Classic Two-Day Trial held on the Alvie Estate in Kincraig in early June.Word echoed around just how good it would be to see a similar event in Scotland taking in some of the old iconic Scottish Six Days’ hazards, and the seed was planted.

Kinlochleven & District MCC was founded in the 1930s as the Kinlochleven & District Light Car & Motor Cycle Club and had a few successful years before the outbreak of World War II brought it to a premature close. The club was revived in the years following the war, and various events were regularly held in the village, but the club was finally wound down in the 1980s. Now though, thanks to the suitability of terrain around Kinlochleven and a growing demand for more Pre-65 and Twinshock events in the area, the club has reformed. They were re-affiliated with the Scottish ACU, and the first office bearers are the Club Chairman Martin Murphy and Club Secretary David & Lorna Dougan. With the support of a strong committee, their ideas of a new event came to fruition and the Leven Valley Two Day Trial was born. With an entry limit of 200 riders, 194 were accepted, reduced to 174 at the weekend as some riders had other issues which kept them from riding.

Concentrating hard Chris Greenwood (Honda) stays ‘Feet Up’ on the slippery hazard at Mamore. For his thirdbest performance he won the KDMCC Village Trophy.

Riding his Majesty Yamaha Nick Shield splashes up the river at Slebhaich Cottage on his way to the Best Twinshock over 201cc award.

Neil Dawson was the first Italian machine home in sixth position on this very original 300cc Fantic. Despite the fact it is quite a physically big machine the hazards are exactly what it was built for. In the capable hands of Neil it is a very competitive twinshock machine.

Winning the Robin Luscombe Trophy for the Best up to 201cc Britshock award and the award for the Best SACU rider Callum Murphy (BSA) stays clean on Pipeline.

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NEW EVENT LEVEN VALLEY TWO DAY The highest placed Irish rider was Stephen Murphy on his very tidy Majesty Yamaha.

Losing out on the tiebreak decider Andrew Anderson still won the Best Twinshock up to 201cc on this four-stroke TLR Honda on loan from Martin Murphy.

Trials riding can be so harsh; just ask Alan Crayk, whose chain on the Montesa derailed on the very last section – and with it the five marks were awarded! He and his son rode the Spanish machines, which had been modified and looked very professional.

I just love the banter with the trials riders, who I feel very privileged to be a part of. After a few beers I told Jaime Reed, seen here, that his beard was coming off if he won; he’s a big lad, god knows what he would have done to me if he had!

The Event When Martin Murphy initially approached Classic Trial Magazine about the event I was immediately full of enthusiasm. Here was a motorcycle club who was prepared to put an event on which, in truth, so many riders wanted. We as a company were 100% behind this new venture, and a good working relationship was formed between the organisers and the magazine at a very early stage. Martin also had a close working relationship with the local gamekeepers and soon the club and its members were out and about in the surrounding area around Kinlochleven. To avoid the restrictions of machines having to be presented as road legal the entire event would run off-road.The end of September date was agreed, and once all the paperwork was in place in June 2018 the event became a reality.

After talks in the local community, it was decided with the Ice Factor that this would become the trials headquarters for the event. Based in the middle of Kinlochleven it can provide a host of facilities for parking, overnight camping in the compound on the old aluminium works, food, drink, toilets and – most importantly – a public bar! Both days of the event would start and finish at the Ice Factor.

This BSA powered Sprite takes some riding but Scott Alexander won the Best Britshock over 201cc – R.E.H. Forks Trophy for his efforts. It’s always good to see some specials, and this Sprite is no different and really enters into the spirit of the Britshock classic scene. The four-stroke engine is a nice ‘snug’ fit in the Sprite frame, making for a very competitive machine.

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Showing just how competitive you can be without spending a fortune James Black takes Pipeline in his stride on the little 200 Fantic.

The route for day one would cover 30 hazards and would focus on taking the entry over to Lower Mamore before climbing up and onto the Mamore Road, where access could be gained to some good old Scottish Six Days Trial hazards including Slebhaich Cottage, Slebhaich, Callart Falls, Callart Cottage and Upper Mamore. The riders would then drop down towards Kinlochleven and School Falls before closing the day with a final hazard in Deer Fence Burn — don’t you just love these names!

On day two the event would take an entirely different route, once again covering 30 hazards. Staring at the Ice Factor, the riders made the short journey to two hazards aptly named Aluminium Works as they stand in the shadow of the old factory. It was then a ride to the iconic Pipeline before taking the track high up above the town onto Blackwater Moors.

With a wide selection of hazards to ride and some light moor crossings, it would most certainly give the riders a real taste of the spirit of the SSDT. After the three hazards at Loch End the rough tracks would then drop the entry back down towards Loudon’s single hazard to finish at the Kennels with two more hazards.

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NEW EVENT LEVEN VALLEY TWO DAY This superb Ariel was a credit to its owner Jean Pierre Preguardian from France, who won the Best Foreign Rider award. Watching riders perform on these huge machines is always something to treasure and brings a reminder of the once mighty manufacturing of motorcycles in Great Britain.

Well known for helping to get the Kia Twinshock series up and running, Peter Salt does not ride as often these days but gets just as much pleasure watching Paul Bennett compete on the Francis Barnett he built.

Day one A glance from the bedroom window showed some mist on the hills and light rain; yes it was going to be wet! With a good hearty breakfast inside me from the Highland Getaway Hotel I put my riding kit on and was provided with my lunch pack, kindly provided by the club.

With the official ‘Press’ pass mounted on the Montesa Cota 4Ride, (remember that you cannot follow any event of this nature without the written permission from the organising club), and my camera gear in my rucksack it was time to head out.

The riders start in numerical order, which is then reversed for day two with number one the last rider away. I checked out the early hazards before deciding to climb up onto the Mamore Road. After looking at the hazards there, I headed out to Slebhaich. With the rain coming down I found a nice little out-of-the-weather position beside the river. With rocks in abundance, the river level rose just a little, but the hazard remained cleanable all day.

It was so good to see so many of my older trials pals having a fantastic time. The variety of machinery was second to none, as was the choice of machinery. Some were riding their ‘Britshock’ machines, and others were on some superb Japanese, Italian and Spanish examples. Some were heavily modified and others very standard.

After watching the final rider through I then went back to watch the earlier numbers ride Upper Mamore which was very slippery early on.

Dropping back down to the Ice Factor and out of the weather everyone was enthusiastic about the day’s opening action.

A master of riding smallcapacity trials machines, Martin Gilbert swopped his 65cc Fantic for this BSA. As you can see in this picture the rain does not deter him from 100% concentration.

In all my years in trials I never in my wildest dreams expected to see a Montesa Cota 247 model being ridden up Pipeline some forty years after production finished. That is exactly what this new event has given so many riders the opportunity to do. The ride by Steve ‘Butch’ Robson was perfectly executed with a clean feet-up ride.

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The Best Youth A Britshock winner was Harry Lyons on his BSA Bantam. Some trials fans suggested that classic trials are not for youth riders, but why not? There’s enough room for everyone to enjoy the sport at all levels and classes.

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NEW EVENT LEVEN VALLEY TWO DAY Now this young lady really impressed me.

One of three ladies in the event, she came so close to conquering Pipeline on her first attempt using her very spirited riding, as seen here at Slebhaich Cottage in the rain on day one. Ashleigh Davison on her Honda was a worthy winner of the Mags Louden Trophy for the Best Lady Rider.

A pretty much standard Yamaha TY 175 gave so much fun to its rider David Murphy, who won the Best Youth A Twinshock class. This is another example of riders enjoying their trials riding and showing that you do not have to spend a fortune on machinery to enjoy your sport.

Day two It was more of an overcast day than a wet one that greeted the riders for day two. Today would be what this trial was very much about for me, as the riders would be taking in two hazards at ‘Pipeline’. The glory days of the Scottish Six Days Trial would come alive to the sound of the machines that had dominated the event in its twinshock days.

Some fantastic rides were achieved on the Britshock machines with a variety of the once mighty and proud manufacturing industry in Great Britain. To add to the atmosphere trials legend Sammy Miller, who has won the Scottish Six Days Trials on both four and two-stroke machines, had ridden up to watch the action.

Big four-stroke Ariels and little Triumph Tiger Cubs looked good, as did the many two-stroke Britshock BSA Bantams. For many riders, the This Mick Andrews Replica 250 Ossa looked very original.

It was quite fitting that Brent Main won the award for the Best Ossa Rider, donated

by Mick Andrews.

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opportunity to ride on this steep rocky hillside was a dream come true.

There were many cleans, no better demonstrated by Steve ‘Butch’ Robson on his Montesa and Andy Hipwell on his Honda. I still admire the huge lump of an Ariel and the rider’s throttle control, expertly demonstrated by the Best Foreign Rider Jean Pierre Preguardian from France. The best ‘Noise’ was that from the eventual winner John Charlton’s Triumph Twin – music to my ears!

After the excitement of this iconic hazard, I took in the rest of the day’s hazards on the moors. Martin Murphy had suggested they would be quite gentle! They actually were, and I had an excellent ‘blast’ around Blackwater Dam and the relevant groups of hazards before the ride back down again.

As they say, every picture tells a story.

When I saw Willie Gordon on this 320 Majesty I recognised it straight away. The last time I cast eyes on this superb example of the Majesty – Mick Andrews John Edward Shirt Trials Yamaha – was when Keith Johnston won the Allan Hay Memorial Trophy at the 1980 Scottish Six Days Trial for the best performance by a Scottish rider. This was the first year that the Majesty Yamaha made a big impression at the event and I won a Special First Class award on my 320 Majesty – happy days!

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NEW EVENT LEVEN VALLEY TWO DAY Making one last final appearance in Scotland on an Ossa, the machine he developed, was Mick Andrews. Struggling very much with a problem with his left arm which meant he could not pull the clutch in he only rode the first day. At the age of 74 it was so good to see him in action on his old hunting ground!

Having a few days away from the Gas Gas ‘HQ’ where he works Andy Hipwell went to the event early to help the organisers with the route marking. I have witnessed him ‘clean’ Pipeline in the Pre-65 Scottish on his four-stroke BSA and his climb of the hill on his four-stroke Honda was also faultless.

2019 The awards presentation with the Guest of Honour Sammy took place in the Ice Factor at 6.30 to allow riders to start their journeys home as soon as possible.

Despite the weather not being as good as it could have been the majority of the riders all echoed the same thoughts, it had been a fantastic event. The two-day theme for the classic trial is a huge hit, and I do not doubt that when the entries are opened for the 2019 trial, they will fill up pretty quickly; I have already booked my hotel room!

Tam Weir: On behalf of the Kinlochleven & District Motor Cycle Club I would like to thank everyone who has made this first Leven Valley Two Day Trial such a huge success. We have all been driven by the dream of Martin Murphy to put this event on and with his enthusiasm and support it has become a reality. Yes we know we have to fine-tune some areas of the event, but this is all in hand as we look forward to welcoming you all back again in 2019 – Thank you”.

Thank You John Hulme: “This has been a superb event and one that I have really enjoyed. The whole spirit of the event and the lively banter between the riders makes for such a good weekend. I would like to thank the club for the invitation, the Highland Getaway Hotel for the hospitality and Brian Spence for the entertainment, as well as Honda UK and Mickey Oates Motorcycles for the loan of the Montesa 4Ride, all the clothing sponsors who kept me warm and dry and the superb group of organisers, officials and observers, Good on ‘Ya’!

The dream by Martin Murphy to put this event has become a reality with the support of a hard-working team of club members.

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Very much a part of the Kinlochleven & District Motor Cycle Club, Tam Weir holds one of the many superb awards donated to the event.

Thank you to each and every one of you – Kinlochleven & District Motor Cycle Club.

KINLOCHLEVEN & DISTRICT MCC THE LEVEN VALLEY 2-DAY TRIAL 2018

BEST OVERALL: Sammy Miller Trophy: John Charlton (Triumph) 0 2ND BEST PERFORMANCE: Jahamas Estates Trophy: Phil Disney (Honda) 1 3RD BEST PERFORMANCE: KDMCC Village Trophy: Chris Greenwood (Honda) 2 BEST BRITSHOCK UPTO 201CC: Robin Luscombe Trophy: Callum Murphy (BSA) 2 BEST TWINSHOCK UPTO 201CC: Andrew Anderson (Honda) 3 BEST BRITSHOCK OVER 201CC: R.E.H.Forks Trophy: Scott Alexander (Sprite) 9 BEST TWINSHOCK OVER 201CC: Nick Shield (Majesty) 2 BEST LADIES RIDER: Mags Louden Trophy: Ashleigh Davison (Honda) 89 BEST YOUTH A BRITSHOCK: Harry Lyons (BSA) 39 BEST YOUTH A TWINSHOCK: David Murphy (Yamaha) 82 BEST SACU RIDER: Callum Murphy (BSA) 2 BEST ACU RIDER: Phil Disney (Honda) 1 BEST FOREIGN RIDER: Jean Pierre Preguardian (Ariel-FRA) 26 TOP 30: 1: John Charlton (Triumph) 0; 2: Phil Disney (Honda) 1; 3: Chris

Greenwood (Honda) 2; 4: Callum Murphy (BSA) 2; 5: Nick Shield (Majesty) 2; 6: Neil Dawson (Fantic) 3; 7: Andrew Anderson (Honda) 3; 8: Stephen Murphy (Majesty) 4; 9: Jaime Reid (Fantic) 5; 10: Alan Crayk (Montesa) 5; 11: Glen Scholey (Honda) 6; 12: Craig Houston (Honda) 6; 13: Andrew Brown (Fantic) 7; 14: James Black (Fantic) 7; 15: Brian Nicol (Fantic) 8; 16: Richard Allen (Aprilia) 9; 17: Scott Alexander (Sprite) 9; 18: Andy Hipwell (Honda) 10; 19: Eric McMeekin (BSA) 10; 20: Michael Irving (Honda) 10; 21: Rob Bowyer (Triumph) 11; 22: Robbie Weir (Honda) 11; 23: Ian Peberdy (Triumph) 11; 24: Paul Bennett (Francis Barnett) 11; 25: Stuart Blyth (Bultaco) 14; 26: Kevin Chapman (Trifield) 14; 27: Martin Gilbert (BSA) 14; 28: Steve Davies (Majesty) 15; 29: Stuart Crayk (Montesa) 15; 30: Ian Myers (Triumph) 16.

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MECHANIC ‘SAM’ BROWNLEE

The Apprentice Trials and motorcycles have been my life if I am honest, and some of my fondest early memories always go back to Mick Andrews and his father, Tom. My father, Ron, had come into contact with Tom at local trials around the Buxton area and had witnessed a very young Mick turning up on the back of his father’s machine. Keen for his young son to have a ride on a trials model; Mick would soon be riding my father’s machine himself on some well-known hazards such as Cheeks Hill. As his career progressed, we all remained good friends. Whenever Mick was at a trial or practising Tom would prompt Mick to let me ride his works machines, which was something which was most certainly a privilege and envied by many onlookers. In the seventies, I would see more and more of an enthusiastic young person with Mick and his wife Gill who, despite his young age, was always interested and willing to help Mick. Tom pointed out it was a young boy from the village in Elton called Sam Brownlee, who had taken an interest in trials. In a conversation, I asked Mick who he was, and his answer was ‘The Apprentice’.

Over the next years, my relationship with him would grow and continue until the present day. Oh, and just for the record, he never got fired as so many do in the Alan Sugar TV programme! He went on to become a mind of information on the Yamaha trials machines and remains part of the ‘Family’ at the Andrews household.

Words: John Hulme with Mick Andrews and Sam Brownlee Pictures: John Shirt Snr, The Brownlee Family, Yoomee Archive and Barry Robinson

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MECHANIC ‘SAM’ BROWNLEE Looking very professional in his Yamaha jacket, Sam joined John Shirt Snr and Mick Andrews to display the new Majesty on the official Yamaha importer’s stand, Mitsui, at the annual Racing and Sporting show in London.

The first outing on the Yamaha TY 80 at ‘The Butts’ Ashover.

Well wrapped up in his Rush crash helmet, Furygan one-piece suit and Mick Andrews’ ‘Happytime’ gloves; Sam in action on the 320 Majesty at the 1979 Northern Experts.

When your wife’s car fails the MOT what do you do with it? Margaret Shirt’s little white Mini became ‘The’ car to ride over at Stable Lane in Burbidge, the home of the Majesty Yamaha project and John’s workshop.

Posing for the family picture at his home in Elton with his 320 Majesty in 1980.

Team Yamaha set sail for the 1980 SSDT from Stable Lane in Buxton Derbyshire.

Stephen Brownlee (Sam) The world was a much better place when Sam was born, on December 3rd 1962 in the quiet village of Elton, Derbyshire. In his earlier years, he would attend Elton Church of England School.

Many readers will be thinking Elton, that’s where Mick Andrews is from; yes, you are correct. It is where the story of the apprentice begins as we join the adventure of one young man in the world of motorcycle trials. Just for the record, his name is Stephen Brownlee, ‘Sam’ came along a little later as you will find out.

The first workshop Life for Sam in his younger days was very much made up of schooldays, education and family life with the entertainment found, as in many small

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

villages, just knocking about with your friends. All this would change one day as, when walking back home from school in 1969, he heard a noise which was a motorcycle with the engine running and he peered inquisitively into a workshop on the main street of Elton and saw Mick Andrews working on his Ossa. After a few weeks of passing by, he gently knocked on the door as he went into the workshop and was enthralled to see Mick working on his trials machines. After several weeks of calling in after school and becoming more interested, the friendship grew between them. Mick enjoyed the enthusiasm of young Sam, and in turn, he was engaged in Mick’s development work on the early Ossa on his now regular trips into the workshop.

A few small tasks were given to Sam, and his relationship with the mechanical side of motorcycles

had begun. At this point Mick gave him the nickname ‘Sam’; maybe Mick thought we had another Sammy Miller in the making, who knows, but the name has stuck with him ever since.

Over the next few years, the relationship matured to such an extent that Sam was helping Mick with the preparation of his factory supplied Ossa machines for high-profile events including the European rounds and, of course, the Scottish Six Days Trial. Mick would be victorious in the European Championship in 1971 and 1972, and the Scottish Six Days Trial which he won for the Spanish manufacturer from 1970–1972.

The Ossa years were very much learning ones for Sam as he watched and listed to Mick taking notes on the changes that were made as they turned into the successful Mick Andrews Replicas.

33

MECHANIC ‘SAM’ BROWNLEE John’s first wife Margaret was very much a part of the Majesty Yamaha success story. She would collect forms filled in by the ‘Works’ riders on how the machines had run at the end of each day in Scotland. She is seen here with John Shirt Jnr and Sam. Margaret passed away in 2004 after a ten-year fight against illness.

Feet-up at the 1980 Scottish Six Days Trial.

Riders and Majesties at the 1980 Scottish Six Days Trial. Sam is the fourth from the left.

Team Majesty at the 1980 Clayton Trial in Wales, left to right: Sam Brownlee, Norman Eyre, John Shirt Snr and John Hulme.

Turning Japanese With the well-documented move when Mick left Ossa and joined Yamaha in 1973 Sam embraced the new challenge, as he knew that a Japanese move was a very positive one. Mick had his own vision of a trials motorcycle of the future, and with Yamaha, he would start to develop the TY range. As part of the contract with Yamaha Mick was presented with two of the new Yamaha TY80 models, which would become legendary, to introduce young riders into the sport of trials.

Soon Mick had the children of Elton riding the new TY 80s. For Sam, it was an opportunity to emulate Mick and of course, share the TY model relationship. Many happy hours were spent with the children of Elton putting the TY 80 through its paces under the masterful guidance of Mick. With the ongoing work and the arrival of the Japanese Yamaha mechanics Sam’s education was very forward, shall we say!

When Mick won the 1974 Scottish Six Days Trial on the single-shock cantilever Yamaha, the first

34

Still using the converted TY frame on his 320 Majesty at the 1980 Bemrose Trial.

for a Japanese machine, he can remember just how happy they were. It was now time to enter his first trial on the now well-used Yamaha TY 80. Under the supervision of Tom and Joan Andrews, Mick’s mother and father, he took part in his first event at ‘The Butts’ in Ashover. Sam was in his element, and the trials bug had bitten him.

Dear Father Christmas When he was 14 years old, Mick asked him what he was having for Christmas, to which he replied, “I would like a new Yamaha TY175, but I am not sure this will happen”. To this Mick replied, “In my workshop, there are approximately five Yamaha TY motorcycles in engines and parts, all dismantled, and if you can construct one under my supervision that will be your Christmas present”. Sam will tell you that this was one of the best Christmas presents he ever had, and the family’s festive celebrations in 1975 centred on the ‘New’ machine.

Now an official Mick Andrews Trials Team rider he had many outings on the new machine

as the family Sundays were now engulfed in trials.

Mick would take Sam on his many outings to develop the Yamaha and to visit his many valued sponsors, which included Renthal Handlebars at Bollington, near Macclesfield in Cheshire. On the journey home, he called in with Sam to drop some handlebars at John Shirt’s workshop at Stable Lane, Buxton. John was a lifelong friend of Mick from their scrambling days. John Shirt Snr used to polish the Renthal handlebars, and he asked Mick what Sam would be doing when he left school.

After some short discussion, Sam was informed that when he left school in late May 1978, he had a job if he wanted one. He knew that ‘Shirty’ and Mick had talked about starting work on a new trials machine, which would involve converting many new unsold Yamaha TY machines incorporating their many new ideas. With this in mind, the new Majesty Yamaha project would come to life with Mick passing on his knowledge from his Yamaha development years to John, who would turn the dream into a reality.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

MECHANIC ‘SAM’ BROWNLEE

A batch of plastic coated frames ready for assembly with the various parts.

Testing the 200 Yamaha to the limit in June 1980.

The superb production 200 Majesty with the converted frame stands proud in late 1980.

Road runner Sam would now become a regular ‘Road Runner’ as he started on many 32-mile round trips from his home and family in Elton to John’s workshop at Stable Lane in Buxton on his purple Yamaha FSIE. The winter months were the hardest, with the exposed A515 Ashbourne-to-Buxton road offering all the extreme elements we are sure you can imagine.

With the spring months came some welcome good news. With John and Mick’s influence, he started competing in the British Schoolboy Championship Trials on the very early 200cc Majesty. This smaller capacity came about as John Shirt lay in bed one night and explained to his wife, Margaret, that he had an idea about a new Majesty model. The problem was it was one o’clock in the morning, but he was in the car and over to the workshop! As night turned into day the new Majesty 200 prototype was delivered, at nine o’clock. This machine was once again a production Yamaha TY 175 converted into a Majesty. Sam arrived at work to see a very excited ‘Shirty’ explain about the new machine!

The conversion was achieved using a new Hepolite piston, and the good news got even better when he told him he would be riding it in the Schoolboy British Championship.

One of the most memorable rides on the new 200 Majesty was at the championship round in Yorkshire at Pateley Bridge. During the event, the machine started to lose power, but second position was held on to, and valuable points scored. With the machine, in the workshop, the cylinder head and barrel were removed to find a broken piston ring.

The 200 Majesty proved a massive hit with the buying public, and many of the trials stars of the late seventies honed their skills in trials on the machine.

Over the next few months, a Yamaha TY 250 model carburettor and reed-valve assembly were added to increase the performance.

36

A standard frame converted to Majesty specification is married up to the engine.

The very first Godden framed Majesty starts to come to life. We think this is around late 1980.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

MECHANIC ‘SAM’ BROWNLEE

Making sure all the Yamaha TY parts to be retained for the conversion into the new frame fitted was very important, and they did! You can quite clearly see the sump guard, flywheel cover and aluminium fuel tank.

Sam under the watchful gaze of John Shirt Snr, on the left, works on the engine of one of the early Godden framed machines.

A new frame The conversion process of the Yamaha TY 250 into the 320 Majesty was now collecting many new customers who wanted an alternative to the once dominant Spanish machinery. In early 1979, John would see a huge breakthrough for the project as he was allowed to display the new Majesty on the official Yamaha importer’s stand, Mitsui, at the annual Racing and Sporting show in London. With both himself and Mick Andrews on the stand, the interest in the machine was incredible. It prompted sales from Europe for the machine, and together with interest in the 200cc conversion, the workshop at Stable Lane was a very busy place to be.

The man-hours involved in converting the original TY frame into a Majesty were very labour intensive, and so John started to look at having production Majesty frames manufactured. As he grew Sam moved to the Majesty 320, which was modified weekly as a test-bed for any new ideas and the development of a new frame was on the mind of them both. John turned to his old Speedway friend Don Godden. He had the knowledge and facilities to fabricate a sample frame with the ideas of what John had in mind. It arrived in mid-September 1979, and he immediately built his 320cc Majesty components into the new frame. He was delighted with the results, and on the scales, it weighed in at 200lbs with fuel and oil. Yamaha was very impressed with the finished product and suggested they could be produced weekly in batches of 25 with the saving in labour of converting the original TY frame now gone. It was all hands on deck as the machines with the new frame started to literally fly out of the door.

The icing on the cake was when Mick Andrews won the world round in 1980 on the Majesty 320.

In May, Sam would ride for the first time in the Scottish Six Days Trial, finishing in 57th position on the 320 model.

This rare picture has Sam putting one of John Shirt’s economy Majesty 175 machines through its paces in 1981. Shirty was very aware of keeping the sport at a price for everyone, and this model used many of the standard parts but also allowed the purchaser to have it upgraded to suit their pockets with the Majesty parts.

hunt was then on for a Yamaha RD 250 road model which had twin carburettors — all John wanted was the left-hand one as it had the choke lever fitted!

In 1982, behind the scenes in a very cloak and dagger operation, John had been talking directly

with Yamaha in Japan about a new world-changing model. He moved his ideas back to the original 250 engine and produced a reported liner fitted with a standard piston, and the Majesty 250S was born.

He now needed a good strong rider with excellent

The game changer The Anglo-Japanese machines were now very much in demand, and a team of ‘Works’ riders was taken on board in 1981, including Rob and Norman Shepherd, Ady Morrison, my good self and Sam. John, with Sam’s assistance, had started work on a new 350 model using a Yamaha Enduro model IT 425 piston. As I and anyone who tested this development machine will tell you, it was incredible!

Always wanting to make a good machine better the

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

As you can see here, this is very much a development Majesty sporting the chrome frame with the yellow swinging arm. The slimline replacement oil pump cover can also be seen.

37

MECHANIC ‘SAM’ BROWNLEE

Brand new Majesties ready for dispatch in 1981. Here we can see on the left the red-and-white fuel tank with the chrome frame and the all-yellow ones on the right. Did John Shirt Snr know about the mono-shock project in 1981?

development knowledge and, in early 1983, he turned to Nigel Birkett, who was sworn to secrecy over the new Japanese project.

Production of the 250S model kept Sam more than busy and Birkett came home with some good results. What the public did not know was that during this time development work was being done in conjunction with Yamaha Japan on the early monoshock model, as John fed them all his development ideas and work he had carried out on the Majesty. The new machine was the single-shock, monoshock Yamaha. Nigel tested four machines in Japan but was once again sworn to secrecy on his return.

After Nigel and John had attended Yamaha Japan, the first two machines arrived at the workshop in Stable Lane for evaluation. After weeks of modifications, John asked Sam where he was riding on the 24th July 1983. On this date, Sam entered a trial at Nightingale Lodge, Bracken Lane, Holloway, Derbyshire, and was the first competitor to win an event on the Mono-Shock Yamaha.

Working at Stable Lane meant you had to turn your hand to all sorts of tasks as and when required.

By 1982 the Majesty sported the removal of the rear frame loop, as seen here in this machine which was for export, hence the full lighting kit. The move was also made to the new colour scheme of red and white with the chrome frame.

Time to move on The new monoshock Yamaha changed the face of trials forever and became a worldwide success story.

As much as he enjoyed working alongside John, Sam was now looking at the future and wanting to earn more money to settle down with his future wife, Lisa.

In May 1984, he finished being employed with John and married Lisa in March 1985. He moved into heavy plant maintenance to a company where he still works to the present day, having moved up the managerial ladder.

Family life turned out very well, and they had a daughter and two sons. He is still involved in the trials scene and owns a standard TY250 B, first registered in December 1974 and has only done 1000 miles from new, to remind him of his early working life.

Sam is still a lifelong friend of Mick and Jill, and they call each other family, and to this day he still assists Mick working on motorcycles.

38

Working alongside John Shirt Snr and listening had given Sam so many engineering experiences.

In 1985 he made his own conversion of the Majesty into a mono-shock, a true testament of the many skills he had learnt under John’s guidance. John Shirt Snr and Sam are still very good friends.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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CLASSIC COMPETITION NORTH

Lawrence Telling (250 Montesa): Hawk’s Nest: Known as ‘Sparkie’, he was riding one of the new 250 Montesa Cota 247 models. Introduced earlier in the year this was one of the very first production trials machines from the Spanish manufacturer that were supplied in kit form. Classed as a 1969 model it was priced at £285 and supplied in the UK from the official importers Montala Motors.

1968

Bemrose Trophy Gordon Farley (250 Greeves): Cheeks Hill: You can almost feel the wet and cold here as he attacks Cheeks Hill. Riding the ageing Villiers engined Greeves it’s ironic that the factory’s personnel were at their Puch factory in Austria looking for an alternative engine supplier for a new trials model the same weekend as the trial. Farley had already signed a letter of intent to ride for Montesa in 1969.

With a date change from its usual month of March to November, the weather that would have affected the event in spring came back to haunt the Pathfinders and Derby Motor Club with its autumnal mist and rain. Everyone, including myself, was looking forward to a clash between the previous year’s winner Sammy Miller on the Bultaco and local rider Mick Andrews on the development Ossa. As it happened, both riders would be missing from the event. In the case of Miller, he had suffered broken ribs in a crash with a gate earlier in the month at the Perce Simon Trial, and after competing in the British Experts, he had to take an enforced rest to allow to them to heal. Andrews was based in Barcelona in Spain, where he had spent the previous six months working at the Ossa factory as they continued the development of their new off-road range of machines.

With ongoing work he would remain at the factory until December, forcing him to miss this event.

Words: John Hulme • Pictures: Malcolm Carling

I

t was one of my earliest memories of a national trial, which the Hulme family had looked forward to for weeks. My father Ron had been friends with Mick Andrews’ father Tom for a few years, and we would meet him at the trial, where he would apologise to us that his son would not be riding. The trial started as it always had done, on Saturday on the Buxtonto-Ashbourne road from the Bull I’th’ Thorn Inn public house where we made the trip for a programme before the action started in our trusty green Austin Mini estate car, registration number OUT 835D; it’s strange what you remember from your boyhood years!

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

CLASSIC COMPETITION NORTH

Bill Wilkinson (250 Greeves): Hollinsclough: It’s a case of trying to keep forward motion for the elder of the two brothers from Kettlewell in Yorkshire.

John Roberts (125 Sprite): Hawk’s Nest: An enthusiastic member of the Manchester 17 MCC, ‘Johny’ as he was known also ran a successful motorcycle dealership, The Motorcycle Centre, in Stockport.

Malcolm Rathmell (250 Greeves): Hawk’s Nest: After starting out riding Triumphs the Yorkshire rider moved to Greeves for both trials and motocross.

John Hemingway (125 Sprite): Hawk’s Nest: Looking very calm and calculated, John had made the move along with many other riders to one of the new ‘Micro’ trials machines with Sprite.

Priced at just £189 they were starting to prove very popular. A few weeks later ‘Hemo’ had finished second in the Scott time and observation Trial on this same machine; some achievement, believe me!

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Mick Bowers (175 BSA): Hawk’s Nest: This looks like a ‘clean’ ride from ‘Bonkey’ on the development BSA Bantam of the top section.

43

CLASSIC COMPETITION NORTH

Dave Thorpe (250 Ossa): Hawk’s Nest: Check out the body lean as ‘Thorpey’ strives to keep the Ossa on line using the full effect of his technique.

Fog and rain With more than 30 hazards to negotiate in a time limit of four-and-a-half hours the entry of more than 140 solo riders and a small gathering of sidecars assembled for the start of this trade supported event. The road ride to the first group of hazards at Churnet would be uncomfortable, to say the least, as the heavens opened up and the rain came down to soak the riders.

Ken Eyre (125 Sprite): Cheeks Hill: We apologise for the picture quality. A prominent member of the famous Belle Vue Aces speedway team, Ken occasionally joined his brother Norman in local trials.

44

Mick Wilkinson (250 Greeves): Hollinsclough: The crowd moves out to watch this single feet-up ride of the long rocky hazard from the entire entry; yours truly, John Hulme, was in the crowd to witness it!

With its natural rivers and steep climbs, the group of hazards proved very difficult, and early signs of a new winner was on the cards as Montesa rider Lawrence Telling on the new Cota 247 model cleaned all in front of him. Greeves team rider Derek Adsett also went clean, as did Gaunt Suzuki riders Terry Wright and machine builder Peter Gaunt. Other clean rides through this group would come from Belle Vue Aces speedway rider Ken Eyre, and Dick Hearn on the Triumph Tiger Cub. The mud at Heathfield, the next hazards, had become deep and difficult, with the only clean ride coming from Greeves rider Malcolm Rathmell.

His fast, aggressive approach gave him the only clean ride making him a potential winner in the early stages of the event.

Peter Gaunt (128 Suzuki): Cheeks: Riding the machine he created and trying to keep the cigarette in his mouth is ‘Geke’ as he was known by his good friend Barry Robinson.

As you can see the water is gushing down Cheeks Hill!

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CLASSIC COMPETITION NORTH

Eric Adcock (250 DOT): Hollinsclough: Keeping the DOT flag flying, Eric prepares to abandon ship on the slippery rocks made worse by the falling rain.

Norman Eyre (125 Sprite): Cheeks Hill: This hazard, as you can see here, is a little steeper than many pictures show. It has been a major part of Derbyshire-based trials for as long as most people can remember. No doubt it tested the capabilities of the little 125cc Sachs engined Sprite to its limit. Water cooling was not needed!

Next, it was to the crowd-lined rocky gulley at Hollinsclough. This long, rock-strewn hazard takes no prisoners, and with the rain making it even worse it turned into a skating rink. Rider after rider were stopped in their tracks before a full-on wide open throttle attempt from the younger of the two Wilkinson brothers, Mick, stayed feet-up to claim the only clean ride, which was greeted by a good round of applause from the patient but very wet spectators which included my good self!

Jeff Smith (250 BSA): Hollinsclough: 500cc World Motocross Champion, Scottish Six Days Trial winner, Scott Trial winner, British Trials Champion; what more can you say about the great ‘Smithy’? Such a brilliant ambassador for the once mighty BSA, with whom he had all his success.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Malcolm Davis (250 AJS): Cheeks Hill: Much better known for his motocross success, on this occasion the younger of the two brothers beat Tony.

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CLASSIC COMPETITION NORTH

Alan Morewood (500 Ariel): With Phil Granby in the ‘chair’ the pairing took a good win in the tough conditions.

The clock’s ticking Tony Davis (250 AJS): Cheeks Hill: This is the bottom part of the hazard and the machine is the new 250cc Villiers engined AJS. Priced in kit form at £228 this was a last chance for the ailing motorcycle manufacturer to keep the Spanish machines at bay; unfortunately it failed miserably.

Harvey Lloyd (250 Bultaco): Hollinsclough: As Harvey takes a steadying ‘dab’ on the right you will see ‘Nick’s Pics’ man Nick Nicholls. His fantastic collection of motorcycle pictures can be found in the Mortons Archive: www. mortonsarchive.com

As any trials rider will tell you when the mist comes down the route marking becomes harder to follow. With very poor visibility due to the fog and rain, the four-and-a-half-hour time limit was looking more and more difficult to adhere to.

Booth Farm and its limestone outcrop was in a very cruel mood and took marks from the entire entry before they made the ride to Cheeks Hill at the side of the Buxton-to-Leek road. A very traditional hazard with a long sporting history of use in motorcycle trials, this hazard witnessed the water level rise as the rain continued to fall.

Clean rides were hard fought for before the trial moved to the iconic Hawk’s Nest. The red gritstone turned to provide a very slippery paste on all the rocks, and no end of riders recorded five after five pushing their scores higher and higher. At this late stage, the victory had moved towards two riders, eventual winner Lawrence Telling and Greeves-mounted Gordon Farley.

It was staying on course up Cheeks Hill where Telling had taken the advantage away from Farley, which would prove crucial in the final result.

Knowing they needed to be riding at their very best only John Hemingway, Derek Adsett, Farley and Steve Wilson on the Triumph-powered Elstar special, along with Telling and Dennis Jones, recorded clean rides.

Manor Steps, with its red iron-ore coloured river, had a new hazard away from the water in the woods, and these proved very testing. After the Sprite-mounted riders of Hemingway and Chris Leighfield had cleaned them Dennis Jones on the Suzuki made his push for victory with also a clear ride.

As the riders headed to the final group at Ramshaw Rocks it was obvious so many would be late on time and incur penalties. It had been a very testing day on the Derbyshire, East Midlands and Staffordshire borders for all the entry.

BEMROSE TROPHY TRIAL 23rd November 1968

BEST SOLO: 1: Lawrence Telling (250 Montesa) 25; 2: Gordon Farley (250 Greeves) 26; 3: Dennis Jones (128 Suzuki) 26.

FIRST CLASS AWARDS: 4: John Roberts (125 Sprite) 31; 5: Malcolm Rathmell (250

Greeves) 34; 6: Bill Wilkinson (250 Greeves) 34; 7: John Hemingway (125 Sprite) 37; 8: Mick Bowers (175 BSA) 38; 9: Dave Thorpe (250 Ossa) 40; 10: Mick Wilkinson (250 Greeves) 43; 11: Dave Rowland (250 Bultaco) 45; 12: Don Smith (250 Montesa) 47; 13: Peter Gaunt (128 Suzuki) 47; 14: Eric Adcock (250 DOT) 50; 15: Ken Eyre (125 Sprite) 55.

SECOND CLASS AWARDS: 16: Roy Peplow (125 Sprite) 57; 17: RG Hearn 60; 18:

Norman Eyre (125 Sprite) 60; 19: Ted Breffit (250 Ossa) 61; 20: Bill Price 62; 21: Jeff Smith (250 BSA) 65; 22: Malcolm Davis (250 AJS) 66; 23: Mick Barnes (250 Ossa) 67; 24: John Walker 70; 25: Harvey Lloyd (250 Bultaco) 71; 26: Maurice Newsham (250 Bultaco) 73; 27: Barrie Rodgers (250 Cheetah) 76.

Ray Sayer (Triumph): Hollinsclough: This picture typifies the late 60s trials scene. As Ray ‘paddles’ up the hazard the crowd follows his every move.

Despite Sammy Miller and Mick Andrews missing from the entry and the inclement weather the crowds still turned out.

46

BEST SIDECAR: 1: Alan Morewood (500 Ariel) 72; 2: Ron Langston (500 Ariel) 97.

FIRST CLASS AWARDS: 3: Jack Mathews (500 BSA) 111; 4: Phil Mountfield (500 BSA) 119.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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JOHN REYNOLDS (325 BEAMISH SUZUKI) Picture Credit: John Hulme

2018 Costa Brava Two Day Elite Class Winner: MEDERIC DELANNOY (FANTIC-FRA) Picture Credit: John Hulme

SSDT 1980

It was a pleasure to see John Reynolds back in action on his good friend Richard Thorpe’s 325 Beamish Suzuki at the Hillsborough Clubs Kia Twin-Shock round in late November. It’s almost 40 years since he last rode one! Left: SSDT 1980

CONVERSION HONDA TLR 250

A personal

touch

When the call came into the office from occasional Classic Trial Magazine test rider Phil Disney that he was thinking of starting to ride in classic trials, we knew he would want something competitive from the word go. In more recent times Phil had been converted to the four-stroke Montesa Cota 4RT and purchased some very exotic examples. He just loved the smooth but powerful Honda four-stroke engine and decided that when the time was right to start riding in classic trials, it would be the Japanese fourstroke machine he would look for, a European model Honda 250 TLR. After some asking around, he was put in touch with Nigel Land, who has quickly gained a good reputation for making the conversion from a good machine to an even better one with the four-stroke Hondas.

Words: John Hulme, Phil Disney and Nigel Land Pictures: John Hulme, Nigel Land and Eric Kitchen

54

On the Honda at the Highland Classic Two Day in Scotland.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

CONVERSION HONDA TLR 250

This Honda four-stroke engine was the first choice for Phil Disney on his entry into classic and twin-shock trials.

H

ere Nigel explains a little about his background and his passion for the Honda TLR trials models in his own words.

A Honda trials story: Nigel Land The trials ‘bug’ started in the early 70s; I have been riding in trials since 1974, my first trials motorcycle was a Honda TL125 which, as we all say, I should have kept. I was never more than an average clubman rider and the highlight of my early days was winning the 1977 Stalwarts Trophy Trial with the Spen Valley Club. The Stalwarts trial still takes place, the day after the Spen Valley Annual Dinner Dance, so the trick is to keep topping up your mates’ drinks, and you stick to the lemonade — how many times have you heard that story! Even all those years ago, I was obsessed with keeping the machine in good mechanical order and looking good.

When I saw an advert in Motorcycle News that Sammy Miller had developed the ‘Hi-Boy’ frame kit, I persuaded my mother and brother to fund the purchase. I can still remember the butterflies in my stomach when the parcel arrived containing the lovely chrome-plated frame, and then the hours spent in my father’s greenhouse — which was much warmer than the garage — removing the parts from the old heavy TL frame, cleaning and polishing everything and then fitting them to the Hi-Boy frame kit. Since then, I have dipped in and out of trials. I also had a four-stroke CCM 350 — I wish I had it. That was stolen in 1991. The smell of Castrol R always reminds me, with much fondness, of the BSA engines.

It was in 1992 when an accident competing in a sidecar trial brought an end to my riding, breaking my pelvis and resulting in a permanent right foot injury. It was then in 2004, when on hire with my JCB doing ground works for the Bumpy Trials

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Purists will know that the Rothmans colours were only used on the RTL models.

Academy, near Leeds, that I went back to riding. My good friend Julian Ford, who is sadly no longer with us, was working at Bumpy as off-road manager and together we improved all aspects of the nine-acre trials park with expert advice from Dan Thorpe, who is still working at Bumpy.

Every year, at the Motorcycle Live NEC Show, and in collaboration with the ACU, Bumpy run the Try Trials experience, which is a free 15-minute session on a trials motorcycle for anyone who has never stood up on the footrests. I assist with the event, and it never fails to amaze me how road riders with 20 years’ experience go to pieces when they stand up!

Looking for a suitable twin-shock machine for my return to riding, I attended the Telford Classic Offroad show in 2005, known as Wrighty’s show back then.

Sammy Miller Products I had seen that Sammy Miller Products were selling an up-to-date Hi-Boy frame kit copied from the old fabricating jigs that would once again bring an old Honda TL 125 model back to life, and I made the journey to the stand at the show to check it out and take a closer look. While looking round the show though I came across the Whitlock frame kit for Honda TLR, and I was in love with a Honda conversion once again! The deposit was paid for the Whitlock frame kit, and I travelled home with a huge smile, just needing to find a good donor Honda TL 125 and off we would go. One was found, and I built the Whitlock TLR Honda during the winter, and it looked superb. It also had superb steering and handling and was really nice to ride and very forgiving. Since then, I have built twelve Honda

55

CONVERSION HONDA TLR 250

The S3 aftermarket titanium front pipe gives the engine the ‘Factorysupplied’ look. As with any product from S3 in Spain the fit is perfect.

From Japan, this HRC based 249cc four-stroke OHC engine offers high torque with a large flywheel mass and maintenance-free capacitor discharge ignition (CDI).

Excellent handling inspires confident riding as seen here — check out the tongue!

trials models to different specifications, always using the Honda four-stroke as the donor machine; a couple of RTLs and the rest have been TLRs. Over the last four years, I have been fortunate enough to have been able to complete a machine in time for the Telford Offroad show each February and present it to the customer on my stand; the same is planned for 2019 with a Rothmans TLR 250; very similar to Phil Disney’s machine.

Dear Nigel The conversation started something along the lines of ‘Dear Nigel’ in January 2018 when Phil contacted me about a TLR conversion. Glen Scholey had ridden one of my machines at the Costa Brava Classic Trial in Spain a few months earlier which attracted Phil’s interest and, after calling Glen to ask about the machine, he contacted me. I had just finished a 250 to top specification for another customer, Paul Jackson, so when Phil came to my workshop, there was something to look at.

After a couple of hours’ discussion, and several mugs of tea, it was decided to go with a Rothmans colour scheme, including a special request of white hubs and black spokes. I was a little sceptical about this combination, but I must admit when it was done it does look good, proving that the customer is always right.

Purists will know that the Rothmans colours were only used on the RTL models, but it is very popular on the twin-shocks although, admittedly, not entirely correct.

I explained from the beginning, as I do with all my customers, that the build would take some four to six months, depending on my business workload. As I have been self-employed from leaving college doing ground works and JCB hire, the Honda building is a passion and hobby which has to fit around my ‘proper job’. Fortunately, all my customers have become good friends, and all have agreed to this arrangement on the lead time for the completion of the project!

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As with all Japanese engines the gear change is very positive; the TLR uses this aluminium gear lever.

Legendary four-stroke trials power offers exceptional gripping qualities in the right hands.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

CONVERSION HONDA TLR 250

To keep the overall weight down titanium fasteners are used throughout.

Keeping the customer happy is paramount and the special request of white hubs and black spokes was carried out; they certainly give the desired effect.

The aluminium rear swinging arm amplifies the ‘Factory’ look once again. The footrests are from Apico, giving a good positive feel to the rider.

Attention to detail is second to none.

If you’re looking for exceptional front-fork performance look no further than the ones fitted to the RTL Honda models. This was once again at the request of Mr Disney for the Honda TLR 250 build.

Renthal 7/8th handlebars are still considered to be the best.

Suspension feedback to the rider is excellent.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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CONVERSION HONDA TLR 250

Glen Scholey in action on Nigel Land’s Honda TLR 250 at the 2017 Costa Brava Trial in Spain.

When Nigel Land takes over the conversion of the Honda TLR 250 he certainly gives it the desired look!

The donor machine The TLR 250 model was only made for the European market, so there are none available from Japan, unlike the 200 which is regularly imported in top condition and, consequently, very good 250 models are hard to find. Luckily, I had a machine in stock. However, it was not the prettiest but mechanically quite good and the frame was rust-free; the fuel tank and plastics had seen better days though. It didn’t really matter as everything apart from the frame, wheel hubs, engine and air filter box are replaced with new components.

After stripping the machine down, and modifying the footrests and headstock, the frame is sent for powder coating. The engine is thoroughly checked for any cylinder wear; usually honing the barrel and new piston rings is all that’s required. I replace the valve stem seals and fit new clutch plates. For the re-build, I use all new gaskets.

Before soda blasting and painting, the engine is fitted to another machine for a thorough test ride to make sure it runs well, and then I drain the oil. Things start to take shape, and the build is accelerated when the frame and engine are married together, using titanium bolts throughout as requested; the fine details are now very important. I really enjoy this stage of the build, which takes much more time and care but the end result is always well worth it.

Phil requested RTL model front forks, an alloy swinging arm and a TWK alloy exhaust system coupled to a titanium front pipe. I think it is the best-looking conversion that I have done so far and the rider seems to like it — the results speak for themselves, I might add.

Anyone wanting to see my latest creation and is attending the 2019 Telford show, please call round to my stand and let’s talk about Honda conversions.

Phil gives the rear suspension a thorough workout at the Leven Valley Two Day Trial in late September.

1985 Honda TLR250-F (£1,659) SPECIFICATIONS

The TLR 250 model was only made for the European market so there are none available from Japan, unlike the 200 which is regularly imported in top condition, and consequently very good 250 models are hard to find.

Engine 249cc OHC Four-Stroke, Single Cylinder Air Cooled Bore and Stroke 70mm x 64.9mm Gearbox 6 Speeds Starter Primary Kick-Start Lever Ignition, Electrical Capacitor Discharge (CDI).

Chassis Tubular Steel Box-Section. Front Downtube Swinging Arm Steel Box Section

Sump Plate Aluminium Wheels Aluminium Rims.

Tyres Front: 2.75 x 21 Michelin (1093F); Rear: 4.00 x 18 Michelin Radial (X1W) Brakes Leading Link Drum Type Front and Rear Suspension Front: Air Assisted 35mm Leading Axle 135mm Travel; Rear Hydraulic Oil Cooled Adjustable 140mm Travel Folding Gear Change and Rear Brake Pedal.

Dimensions Length 2,000mm, width 882mm, height 1,105mm; Wheelbase, 1,315mm

Seat Height 740mm Ground Clearance 310mm

Dry Weight 86kg KEY FEATURES: HRC based 249cc four-stroke OHC engine; High torque engine with large flywheel mass and maintenance-free capacitor discharge ignition (CDI); Battery-less electrical system reduces weight and complexity; Radial rear and crossply front Michelin tyres; Lightweight 110mm diameter wheel hubs with lowmaintenance straight-pull spokes; Slim, lightweight frame with rigid box section front downtube and swinging arm; Air assisted front forks; Pressurised, inverted rear dampers and aluminium wheel rims reduce unsprung weight; Compact, out-of-the-way speedometer mounted on the left front fork leg; Front fork brace reduces flex; Folding rear brake and gear change pedals; Lightweight aluminium rear sprocket and sump guard; and Compact, quickly detachable headlight unit and rear light.

This model was made available in February 1985 from Honda UK

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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INTERNATIONAL ROBREGORDO

Migui Garcia Cuesta (Bultaco)

Hot stuff Despite the event running on the 6th and 7th of October it was still a case of hot stuff in the autumn months in Spain for the 14th running of the Robregordo & Horcajo International Two-Day Classic Trial which took place in the mountains north of Madrid, organised by the Sotobike Motor Club. A total of 170 riders from S pain, Great Britain, Germany and Italy took part to enjoy the 26-kilometre route which took in 20 hazards on both days. The event was also a points-scoring one for those riders competing in the Spanish Classic Championship. Amongst the 170 riders were Manuel Soler and Jaime Subira, two well-known riders not just for their riding skills but also their ability as development riders. As in the majority of classic events in Spain there were three levels in the sections for a total of five categories: Clubman Pre-75, Clubman Twin-shock; Expert Pre-80, Expert Twin-shock and Masters. The two days of action were ridden in very different conditions. Day one started at 10.00am and day two at 9.00am, with a six-hour time limit plus an additional 30 minutes where the riders would lose a mark a minute before exclusion after the half hour. The day one weather was too warm for the time of the year with temperatures around 25ºc and very dry, humid conditions of around 22%.

On day two the temperature dropped to 6ºC and humidity went up to 70%! As it turned out the Master category was won by young rider Oscar Mill followed by his father Pere Antón Mill and Mike Antequera. In the Expert Twin-shock the winner was Bertran Martínez Penalver ahead of Manel Campoy and Miquel Ramon. Alberto Zarate won the Pre-80 category followed by Javier Aldecoa and Migui Garcia. The Clubman winner was Vicente Miguel, with Fernando Cabre second and Vicente Rios third. The Pre-75 class winner was Alberto Selma followed Javier Cruz and Rafael Asins. The presentation took place just after the trial, and the new chairman of the Spanish Federation and Trials rider Manuel Casado presented the awards on the podium.

Article: Alberto Rodríguez – ‘Fili’

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Mike Antequera (Aprilia)

Oscar Mill (Bultaco)

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

INTERNATIONAL ROBREGORDO

Fernando Cabre (Beta)

Bertrand Martinez (Aprilia)

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Alberto Zarate (Bultaco)

Javier Cruz (BSA)

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ON TRIAL AND TRAIL MONTESA COTA 4RIDE

Crossover Please do not get too excited, we are on about crossover motorcycles – come on guys! When this new model arrived in early 2016 we did get some strange looks, I must admit. Not for any other reason but the fact that I could virtually ride anywhere on it. Based around the successful Montesa Cota 4RT, my latest encounter with the machine was at the Leven Valley Two-Day trial in Scotland.

Article: Yoomee

M

y machine for the event was delivered by the nice people at Mickey Oates Motorcycles based in Glasgow. Brand new, these are ready to ride out of the box.

Fuel in, riding kit on and you are away. With a nice-sized compartment under the easily removable seat you can place your waterproofs in here along with anything else you may need. They are very easy to ride, and with its inherited trials background any offroad riding becomes second nature.

I must state that they are not an enduro machine. A new sector is opening up for the motorcycle rider who wants a trial/trail machine; you know the one, you want a ride out on the open trails but also want the machine to be able to ‘play’ on a few hazards. New models have emerged, including from Beta with the Alp, Gas Gas with the Contact, Scorpa with the TY 125F and the new kid on the block TRS with the X-TRACK. If you’re looking for some new-found fun on a motorcycle, next time you are in your local dealers ask them about the new models available.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

VACATION COSTA BRAVA TWO DAY 2018

A trial for everyone I love anything motorcycle related; it’s like an addiction, a drug that needs feeding to me, but the trials side of the sport is where my main interests lie, and that’s why we have both the Trial Magazine and Classic Trial Magazine titles — publications I am very passionate about. These are two titles that can cater for the sport in many different areas. If you are wondering where this story is going, I am about to race to the conclusion — and that’s the well-established two-day trial on the Costa Brava in Spain, as it’s a trial for everyone. It’s a classic competition held at the end of November in S’Agaro at Platja de Sant Pol, Sant Feliu, where the trials world comes together; young and old in both riders and machines, who embrace this opportunity to enjoy our beloved sport. Old friends reunite, and new ones are made, year after year — it does not matter where you are from, what language you speak or the colour of your skin as we all embrace these meetings to enjoy the sport we love. Around Europe, and in Great Britain, the two- and three-day classic trials formats are going through a period of great times, with the calendar becoming increasingly busy year after year. Four years ago the name Joan Comas and his family was not one I was familiar with but as we left the S’Agaro hotel and said our goodbyes the parting words were: “Please book me the same room again for 2019!”

Article: John Hulme

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

VACATION COSTA BRAVA TWO DAY 2018

To say that French rider Mederic Delannoy on the Fantic was a happy winner of the red route was an understatement. This is the first time that the Elite course was run at the event, and the hazards were very testing for the twin-shock machinery to say the least.

Riding with so much passion and commitment, Oscar Mill and the Bultaco were at the front pushing for the win all the way.

Next time you see Kieran Hankin just ask him about his fastest lap at the TT! A very keen motorcycle enthusiast in many disciplines, his riding on the BSA Bantam was a pleasure to watch.

Machine problems cost Takahisa Fujinami dearly on the first day as he stopped in the very first hazard. Never one to concede defeat ‘Fujigas’ was back to form on the Honda on Sunday to post the lowest score of just two marks lost to move back onto the final step of the podium.

Very much a new rider to the popular twin-shock scene, Dan Hemingway looked completely at home on his 240 Fantic. Outpointing his cousin Dougie on day two will no doubt be subject to some jovial banter for the next few weeks.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Showing the same determination that his late father Martin always did, Dougie ‘bullied’ the Bultaco around the hazards with a smile on his face such was the enjoyment of participating in the event and winning the blue route. It was so good to see him in the cool ‘retro’ clothing provided by his sponsor Jitsie, which even carried the Hammond Sauce name as a reminder of one of his father’s sponsors!

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VACATION COSTA BRAVA TWO DAY 2018

Stretching to the very limit, Paul Dixon forces the Majesty over this rock step on day one; the picture does not do justice to the size of the step on the blue route for the twinshock machines.

Missing the victory by a single mark on the green Pre-65 expert route was John Maxfield on his immaculate BSA Bantam.

Proving last year’s victory was no fluke, Michel Ranc once again took the BSA to victory on the green Pre-65 expert route.

So passionate The word soon got around after the event in 2017 that it had been, in my own words, a ‘Belter’. It was made even better by the support of some of the TrialGP class riders, with Takahisa Fujinami and Matteo Grattarola adding to the fun. I had encouraged my good friends Steve Saunders and John Lampkin to ride, and they came along with some of their friends, and soon the whole event had gained massive momentum!

Three-time FIM World Trials Champion Yrjo Vesterinen, his fellow Bultaco team rider from France, Charles Coutard, and Spain’s Jaime Subira were riding. What was interesting is just how competitive they all were. They would all return in 2018 and the entry list read very much like a ‘Legends of Trials’ meeting.

The great Dougie Lampkin was entered on his late father Martin’s 370 Bultaco. His cousin James was on his father Alan’s Bultaco. Nigel Birkett was bringing his factorysupplied Suzuki RL 325 to ride. Throw in around another 100 riders from Great Britain and you soon get the picture. Gilles Burgat, Jaime Subira and John Lampkin, all Fantic team riders together in the ’80s were reunited and, yes, all on their Italian machinery.

I had a smile on my face when I saw James Lampkin’s riding kit on the opening day. The last time I saw it was, I think, 1975 when his father Alan ‘Sid’ Lampkin had it on as a works Bultaco rider. Riding one of his father’s factoryprovided Bultacos here, we see the roles reversed as cousin Dougie ‘minds’ for James. During his world-championship winning years Dougie had James as his minder.

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After the end of the competition on the Sunday afternoon I was sat relaxing with Rob Bowyer, having a beer, when we heard his Triumph roar into life. The Spanish loved the sound so much that they had started it up just to hear the exhaust note for one last time before he loaded it into the truck for the journey home!

The Costa Brava experience was one that Nigel Birkett very much enjoyed. Competing on his very rare Suzuki RL 325 it was so nice to see him reunited with so many old riders, friends and officials who remembered him from his world championship days in the 70s and early 80s.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

TWIN SHOCK RESTORATION

ALL MAKES & MODELS SPECIALIST SUSPENSION WORKS | SPECIALIST ENGINE TUNING WHEELS REBUILT | ELECTRONIC IGNITION CONVERSIONS CARBURATION SET UP AND JETTING | SUSPENSION SET UP

BIKES PARTS CLOTHING ACCESSORIES t: 01748 886356 f: 01748 886026 e: agbikes@f2s.com ANDREW G BROWN, THE OLD MILL, LOW ROW, RICHMOND, N. YORKSHIRE, DL11 6NH

www.agbikes.co.uk

VACATION COSTA BRAVA TWO DAY 2018

Dodging the sea waves on the beach section is the green route Pre-80 winner Jean Vallet (Honda) on his Honda. As the weather deteriorated the waves started to crash onto the rocky hazard.

This Bultaco owned

by Jose Dasi was prepared to a very high standard and really shows just how competitive the machines and riders are in classic trials.

Full of enthusiasm for the sport of trials, the S3 aftermarket parts and clothing supplier Michel Kaufmann was in action testing his new clothing range to the limit on this borrowed Triumph Tiger Cub.

Showing the style that took him to so many French national championships is Charles Coutard on the Bultaco.

Every level of rider Both days covered the same area for the hazards but you have a choice of nine routes to cater for riders of all abilities.

The red route is the most demanding and provides the very best riders with a challenging day. The blue route is still very testing, however the green and yellow routes are the most popular due to the less severe hazards. Unfortunately, this year, some of the hazards on the top two routes were quite difficult to manoeuvre the machines around. Such was the severity of the turns, the organisers were only made aware of it after the event as riders constructively voiced their opinions.

One of the main problems this year was the weather as the sunshine deserted the area on both days. The Moto Club 2d Trial Costa Brava coped very well with the difficult conditions, especially with rain on the Sunday, making the difficult decision to remove some of the hazards close to the angry seas as the wind lashed the water at the rocks. There were quite a few retirements, mainly due to the harsh weather, but on the whole, everyone enjoyed themselves.

Classic trials are not just for the older rider and men. World number five in the FIM TrialGP Women’s class was the seventeenyear-old Neus Mercia from Spain, who rode this Honda TLR with a certain style that took her to the win in the green route masters’ class. Very impressive at all times, she was best in her class on both days.

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Keeping the Union Jack flag flying on the green Pre-80 route was Mark Watmore on the Yamaha, who took the final step on the podium.

Just check out the tongue and concentration of Graham Wignall on his Fantic! He was just one of a huge contingent of riders who crossed the water from Great Britain to enjoy his ‘Costa’ weekend.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

VACATION COSTA BRAVA TWO DAY 2018 Looking very much the ‘Pro’ rider, Andrew Brown not only enjoys riding his twin-shock machinery he also prepares it at his AG Bikes workshops. Very much a Bultaco and Fantic specialist, he is fast becoming the man to visit for all your twin-shock preparation.

Another very competitive female motorcycle trials rider from the UK on the classic scene is Harriet Shore, seen here in total control of her Montesa Cota 330 model.

This very standardlooking Ossa 310 model took Laurent Baatz to victory on the yellow Pre75 route.

A man of many machines, Ossy Byers took his DOT to ninth position on the yellow route Pre-65 class.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Just to hear this exworks Eddy Lejuene fourstroke Honda in action in the hands of French rider Patrick Pissis was well worth the visit to Spain.

Despite the passing of time it still sounds like a clockwork masterpiece.

Taking some time off from organising the successful Kia Twin-Shock Championship, Gerry Minshall on the Francis Barnett will be very happy with his eighth-place finish on the yellow route Pre-65 class.

Enjoying the spirit of the event was the Italian trials journalist Mario Candellone having one of his rare trials outings on the Fantic. Mario and his wife Agnes are very much a part of the success of our two publications, having supported us with pictures and article content from day one.

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VACATION COSTA BRAVA TWO DAY 2018

Joan Valls would like to thank Gas Gas for the loan of this brand-new electric-start model to allow him to travel around the event and be able to access so much of the event.

With support from the Montesa factory with Cota 4Ride models it allows people such as the son of Joan Comas, Nils, to keep his eye on the event and keep it running like clockwork.

Two of the main people who supply Trial Magazine and Classic Trial Magazine with some superb pictures are my two very good friends Joan Valls, on the left, and on the right Jean-Claude Commeat or Claudio to all his friends.

Classic Trial Magazine, proud to be a part of such an enjoyable event, thank you and see you in 2019.

This picture of father and son encapsulates the true spirt of the classic trials scene. Scott Jackson on the right rode his Grandfather’s Bultaco, supported by his proud father Tim on the right. At the end of the event they were separated by a single mark lost, with Tim just having the upper hand.

2019 Yes, it’s not really that far off. Many new two-day events have emerged over the last few years (and Classic Trial Magazine intend to attend them) but we will print here a rough guide just in case you fancy your first trip to a foreign trial to be the Costa Brava Two Day in 2019.

Barcelona airport is around a 90-minute drive with Girona around 35 minutes by car. The trial is based at the Hotel S’Agaró, which is a Spa centre, and just a stone’s throw from the beach and the local town where cafés and restaurants can be found. The majority are open but it is out of season. The restaurant at the hotel is quite good.

The entries open for 2019 on the 1st September online: www. trialcostabrava.com. The entries will fill up quickly, so if you want to ride, take note of the date. Once you have had your entry confirmed you can also book your hotel, with contact details once again on the club’s website. There are two main hotels. The one I use is at the trials headquarters, it contains the paddock and the race office, which is located at the Hotel S’Agaró, Platja de Sant Pol, Sant Feliu: www.hotelsagaro. com. Reservations: 0034 972 325 200. Email: info@hotelsagaro.com. Just around the corner, 200 metres from the paddocks, is the Hotel Barcarola: www.hotelbarcarola.es. Reservations: 0034 972 32 69 32. Both hotels are very good, and are ideally located and very accommodating for the riders and their families.

Machine transportation from Great Britain can be made very easy by contacting Classic Trial Magazine by email for the details of the carriers and the price for each machine next year. Email england@trialmag.com and we will pass on your enquiry.

As we gather more information on two- and three-day events, we will print them in the magazines in 2019. Pack your bag and enjoy!

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COSTA BRAVA CLASSIC TWO DAY 2018 RED ROUTE ELITE: 1: Mederic Delannoy (Fantic) 15; 2: Oscar Mill (Bultaco) 18; 3: Takahisa Fujinami (Honda) 22; 4: Dan Clarke (Beta) 30; 5: Victor Beltran (Fantic) 34; 6: Johan Picas (Fantic) 84; 7: Serge Puzin (Fantic) 103; 8: Ludovic Chagnes (Honda) 111; 9: Calum Murphy (Honda) 117; 10: Robbie Weir (Honda) 139.

BLUE ROUTE EXPERT: 1: Dougie Lampkin (Bultaco) 8; 2: Dan Hemingway (Fantic) 19; 3: Marco Grossi (Bultaco) 32; 4: Kieran Hankin (BSA) 42; 5: Roger Williams (Fantic) 51; 6: Jaume Mora (Aprilia) 53; 7: James Lampkin (Bultaco) 54; 8: Ben Butterworth (Ariel) 56; 9: Phil Disney (Honda) 56; 10: Frederick Alvares (Fantic) 57.

GREEN ROUTE MASTERS: 1: Neus Mercia (Honda) 10; 2: Francesc Planells (Fantic)

16; 3: Luis Diaz (Honda) 17; 4: Jaime Roig (Fantic) 23; 5: Gerald Bouteiller (Honda) 24; 6: Bruno Vives (Aprilia) 24; 7: Salvador Rovira (Merlin) 26; 8: Paolo Grossi (Fantic) 26; 9: Marco Marranci (Fantic) 27; 10: Salvador Planella (Bultaco) 33.

GREEN ROUTE PRE-80: 1: Jean Vallet (Honda) 24; 2: Jose Dasi (Bultaco) 26; 3: Mark

Watmore (Yamaha) 35; 4: Michel Petitdemange (Ossa) 36; 5: Charles Coutard (Bultaco) 37; 6: Alba Villegas (Bultaco) 37; 7: Ferran Escabia (Montesa) 40; 8: Albert Zarate (Bultaco) 42; 9: Josep Macia (Bultaco) 48; 10: Phillipe Marco (Yamaha) 49.

GREEN ROUTE EXPERT PRE-65: 1: Michel Ranc (BSA) 16; 2: John Maxfield (BSA) 17; 3: Benoit Verin (Francis Barnett) 18; 4: Rob Bowyer (Triumph) 22; 5: Eric Lejuene (Honda) 32; 6: Lennart Frennesjo (BSA) 40; 7: Joan Santure (Bultaco) 40; 8: Hug Alemany (BSA) 47; 9: Pierre Pourquier (Triumph) 60; 10: Mick Grant (BSA) 67.

YELLOW ROUTE CLASSICS: 1: Julien Saloum (Honda) 7; 2: Vincent De Miguel (Fantic) 8; 3: Andre Marsens (Honda) 12; 4: Victor Martin (Honda) 14; 5: Patrick Pissis (Honda) 14; 6: Rodolfo Arrigoni (Fantic) 15; 7: Joaquim Casadevall (Honda) 17; 8: Manel Vazquez (Bultaco) 17; 9: Josep Bargallo (Montesa) 18; 10: Jordi Planas (Fantic) 18.

YELLOW ROUTE PRE-75: 1: Laurent Baatz (Ossa) 4; 2: Kiku Carbonell (Bultaco)

12; 3: Pascal Pauly (Yamaha) 16; 4: Antoni Guillen (Bultaco) 19; 5: Antoni Tomas (Montesa) 21; 6: Jose Hervas (Montesa) 25; 7: Salvador Fortiana (Yamaha) 26; 8: Jeff Minden (Bultaco) 27; 9: Ricard Barrera (Ossa) 27; 10: Isidre Blanch (Bultaco) 27.

YELLOW ROUTE PRE-65: 1: Asier Zurbano (BSA) 12; 2: Sergi Balague (DOT) 14; 3: Jose Jimenez (BSA) 17; 4: Rafa Asins (Triumph) 18; 5: Peter Carson (BSA) 19; 6: Marco Kosch (Motoconfort) 20; 7: Josep Puig (BSA) 22; 8: Gerry Minshall (Francis Barnett) 27; 9: Ossy Byers (DOT) 39; 10: Patrick Garcia (Triumph) 39.

YELLOW ROUTE OPEN: 1: Jean Delbosc (Honda) 40; 2: Harriet Shore (Montesa) 47; 3: Albert Gill (Ossa) 100.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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REUNION RINGWOOD MC & LCC

Perce Simon

“It nearly died, we got down to just a few people, but we brought it back to life by holding it on a Monday Morning” was one of Mike Jackson’s opening comments at this year’s Perce Simon Reunion. After clashing with other classic events in the early weeks of September such as the Arbuthnot and South Coast Classic Scrambles, the Perce Simon Trial Reunion only attracted a few people and was nearing extinction. However, a bright spark realised that most of the people attending were likely to be retired – so why not hold it on a Monday, when it doesn’t clash with anything else? Since then the event has gone from strength to strength, attracting almost 150 people this year including trials and scrambles royalty with an array of classic motorcycles, photographs and stories galore to give a rich dose of trials heritage.

Words: Andy Withers • Pictures: AW Sports Photo

What is the Perce Simon?

The Perce Simon Trial began in 1936 as a road trial, with 20-mile circuits across the New Forest interspersed with sections in the sandy and wooded terrain. It was presented in memory of Perce Simon, a local scrambler who lost his life in a club event and added to the Ringwood Club’s already historic events of the Committee Cup Trial, which began in 1928, and the Hants Grand National Scramble, which started in 1935.

The trials events have run to this day, apart for the interruption of the Second World War, but have changed with the pressure on the conservation of land. The Perce Simon continued in its original form until 1972 when access to land across the forest became restricted, transferring instead to Hamer Warren and the Somerley Estate with shorter road sections in between.

Changing status

The Perce Simon Trophy, first presented in 1936.

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The Perce Simon enjoyed national status up to the 1990s but with entries waning it became ‘regional restricted’ and then ‘open to centre’. In the 2000s the trial regained its national status, with the Sammy Miller Classic Trial Championship being part of the event. However, when the Miller Championship stopped in 2016, it struggled to gain classic machine entries and returned to being regionally restricted.

Despite the many changes, winning the Perce Simon has a very special place for past and present winners. The trophy is now presented for the best performance on a classic Pre-65 machine, and riders still strive to add their name to this special trophy.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

REUNION RINGWOOD MC & LCC

Jeff Smith speaks with Mike Jackson as they take a journey down memory lane, prompted by the many photographs and reports on this great event.

Three off-road legends: Don Rickman, Jeff Smith and Derek Rickman.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Mike Jackson was in excellent form telling tales and reminiscing over his many exploits.

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Turns heads and keeps them there

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Search ‘Kia Chesterfield’

Very special offers across the Kia range when you quote ‘Classic Trial Magazine’. Contact John Hulme for further details.

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6 Duke Street Chesterfield • S41 9AD • 01246 454545 • triangle-kia.co.uk Fuel consumption in mpg (I/100km) for the model shown: Urban 57.6 (4.9), Extra Urban 57.6 (4.9), Combined 57.6 (4.9), CO2 emissions 128 g/km. MPG

figures are official EU test figures for comparative purposes and may not reflect real driving results. The NEDC Equivalent data presented here is for limited comparison purposes only and cannot be compared with other test data such as NEDC or WLTP. For more information about WLTP please refer to kia.com/uk. Model shown: New Sportage ‘GT-Line S’ 1.6 CRDi 134bhp 2WD 7-speed Auto DCT ISG at £31,840 including optional chargeable Infra-Red paint at £595. New Kia Sportage range available from £20,305.

Specification varies across the range and is subject to change without notice. †New Sportage diesel models only up to £750 towards your Personal Contract Purchase Deposit (excluding grade 1 which is £500). New Sportage petrol models only up to £500 towards your Personal Contract Purchase Deposit (excluding grade 1 which is £250). Offer available on purchase of a new New Kia Sportage in the United Kingdom between 01.10.2018 – 31.12.2018. Private customer registrations only, excluding Personal Contract Hire. Finance subject to status. T&Cs apply. 18s or over. Guarantee may be required. Kia Finance RH2 9AQ. 7 year / 100,000 mile manufacturer’s warranty.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

REUNION RINGWOOD MC & LCC

Jeff Smith on the left and Don Rickman on the right judge the machinery.

Bill Faulkner on the right and Bryan Sharp, left, share thoughts on classic motorcycles. The display was excellent and a credit to all the owners and exhibitors.

Previous winners

What’s it all about?

The trophy itself is a who’s who of the trials world with Sammy Miller, Gordon Farley, Malcolm Rathmell, Don Smith, Steve Saunders, Jeff Smith and Tony Davis, to name but a few. This year Jeff Smith and Tony Davis made the annual pilgrimage to Ibsley Village Hall near Ringwood for this year’s event.

‘Smithy’ said two years ago he couldn’t make the trip anymore from his home in Wisconsin, United States due to his age — he is now 84 years old — but it’s addictive, and he was back.

In his riding era, the 1950s and 1960s, top riders from all disciplines of motorcycling entered the event; sometimes on machines that doubled up for trials and scrambles, which were at times ridden to the event for good measure.

The reunion reflects this crossover, with multi-talented motorcyclists rubbing shoulders with trials specialists. Jeff Smith MBE — a twice World Champion scrambler (1964/1965) and twice British Trials Champion (1954/1955) — entered the Perce Simon six times, winning on five occasions; while only Sammy Miller with six has won the event more times. Tony Davis won once, while for Don Rickman, Dave Freemantle, Triss Sharp, Mike Jackson and George Greenland, all in attendance at the reunion, winning the prized Perce Simon eluded them although they all did win the Committee Cup. With two wins on his James, Paul Anstey is the current holder of the trophy.

Any enthusiast can attend the reunion, where bringing classic off-road machinery is encouraged, and proud owners are happy to share the stories and technical details of their machines. Classic guests sit and drink tea, meet old friends and reminisce while looking at photo albums of previous events.

In the car park where there was a selection of Greeves off-road machines, including a Challenger that had never been fired up in addition to several Scottish Greeves, Dots, Ariels, Matchless, Triumph, BSAs etc. The ‘Best Machine’ was judged by Don Rickman and Jeff Smith, exchanging banter with owners about the authenticity and history of their machines. Top machine this year was Jim Devereux’s 1951 500cc KH Ariel Red Hunter, as he said, without ‘knobbles’; Jim, an ex-trials rider and Ariel enthusiast, walked away with a signed copy of Ian Berry’s Jeff Smith book.

As well as an array of factory machinery, ex-works riders were on show: for trials Tony Davis (AJS and Greeves), Mick Dismore (Royal Enfield and James), Chris Cullen (Scorpion and Cheetah), Charlie Harris (Montesa) and Jeff Smith MBE (Norton and BSA); and for scrambles Don and Derek Rickman (Metisse), Triss Sharp (Francis Barnett and Greeves), Bryan Sharp (Francis Barnett, Triumph and Greeves), Mike Jackson (Greeves) and Jeff Smith (Norton and BSA). Sponsors, Dealers and Engineers shared the day including Mick Whitlock and Bill Faulkner.

Jack White’s Ariel machines in the hands of his daughters.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Jim Devereux receives his prize from Jeff Smith MBE.

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REUNION RINGWOOD MC & LCC

Triss Sharp shares a story about a Triumph.

Dreams For some, it is a unique opportunity to fulfil dreams.

Simone Cunningham, a classic motorcycle fanatic, is the proud owner of a 1960 BSA Gold Star Catalina 500cc and a Royal Enfield Crusader 250cc trials model from the same year, and she enjoys riding both. Smithy was a bit reluctant to start the Gold Star and wheelie through the car park, which was possibly the dream, but instead, Simone did get Smithy to pose sat on the BSA which was similar to one of his early steeds!

Entertainment One of the highlights of the event for the onlooker was the presentations and reminiscences from ‘compare for the day’ ex-Greeves works rider Mike Jackson and ‘Smithy’, a well versed double act.

Smithy told stories about the psychology of the T.V. scrambles and how he always left it to the last lap to overtake the likes of Dave Bickers and Badger Goss; they knew he was coming, it was a case of when!

Mike also paid tribute to Gwen White who, along with John Jackson, initiated the reunion in 1994. Gwen’s husband Jack was the winner of the first Perce Simon after the war in 1946. After John’s passing Gwen continued to lead the organisation of the event until she passed away in August this year.

Mike took the opportunity to lead the celebration of Gwen’s trials prowess which included two Scottish Six Days Trial rides, which is a story for another day.

Her daughter and granddaughter were in attendance with two of Jack’s Ariels, one of which Gwen had ridden regularly.

The 1963 Perce Simon winner Tony Davis, on the left, talks about Greeves life and times.

What’s next, the future?

A classic scrambles iron, never started, and ‘brand new’ Greeves Challenger on the right.

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After the ‘formal’ parts of the proceedings and a huge group photo, there was a four-mile walk over some of the old Perce Simon sections for the fit and healthy, while others savoured the classic machinery once more.

So will it continue after Gwen’s passing? Yes! A committee of enthusiasts is determined to continue this fabulous event to celebrate the history one of the oldest trials in the UK and much more.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

FLASHBACK 1968 BRITISH TRIALS CHAMPIONSHIP

1968

Cotswold CUP

With Christmas fast approaching, and Sammy Miller once again confirmed as the British Champion, the national trials season would close on Saturday the 16th December at the Cotswold Cup Trial in the Western Centre. The winter season’s cold had made for difficult driving conditions as the ice and fog had descended on the area around the start at Leighterton Garage near Nailsworth in Gloucestershire. The secretary of the meeting, Miss Grant Heelas at Baughan Engineers of Stroud, had received a disappointing entry of 53 solo riders and a mere four sidecars for its 28-mile road-based course. A good selection of terrain had been used in the 47 sections that had been plotted out, headed by the Clerk of the Course AF Wyatt with the speed special test situated just before the final group of sections at Withymore.

Words: Classic Trial Magazine with support from Mortons Archive • Pictures: Brian Holder

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

FLASHBACK 1968 BRITISH TRIALS CHAMPIONSHIP Lawrence Telling (Montesa): Nicknamed ‘Sparkie’, the move to Montesa was intended to help promote the growing armada of Spanish machines, which were now starting to become established on the UK trials scene and recognised as a competitive machine.

Gordon Farley (Greeves): Tied into a Greeves factory contract, Farley had to wait to make the move to Montesa where he would eventually bring Sammy Miller’s British Championship domination to an end in 1970.

Mick Bowers (BSA): One year earlier, after Dave Rowlands had finished second in the SSDT, ‘Bonkey’ had remained loyal to BSA in a distant hope that one day the Bantam trials model he was developing would make production.

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s the ever-present fog continued to keep the ground frozen the starter, John Childs assembled the riders at Leighterton Garage for the 10.30am start. At the final count, the entry was even further reduced to 50 solo starters and three sidecars. Exactly on time number one Tony Davis was flagged away into the freezing fog on the Villiers powered AJS for the cold six-mile ride to the first of the day’s action named Court with its ten hazards based around the Cotswolds scrambles track at Nymphsfield.

Rock hard

Noted usually for its very muddy hazards, at the Court this year the ground was rock hard as the ice had taken its hold on the area. Despite the hazards riding better than in the usual expected heavy mud only five riders would leave the ten hazards with clean sheets recorded.

Tony Davis led the way followed by the ever-smoking Don Smith on the new Montesa, Sammy Miller on the Bultaco with the new five-speed gearbox, and Gordon Farley on the Greeves. The final rider parting with no marks was Mick Bowers on the 175cc BSA Bantam. ‘Bonkey’ as he is known, was having a particularly good start to the event as he had a riding number well away from the front runners who all had early starting numbers — Bowers had started at number 36, towards the back of the entry of 50 starters.

For the eventual runner-up Lawrence ‘Sparkie’ Telling on the Montesa, his two marks lost in the opening hazards would cost him the victory.

Derek Adsett (Greeves): Remaining loyal to the Greeves brand he continued with the British manufacturer until the Pathfinder model proved too uncompetitive at the end of the sixties.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Chris Leighfield (Taylor Suzuki): Riding a Suzuki that had been converted by motorcycle dealer John Taylor in Stoke, he achieved some notable results on the national trials scene. Many other Suzuki trials conversions would appear over the next few years from budding designers.

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FLASHBACK 1968 BRITISH TRIALS CHAMPIONSHIP

Jim Sandiford (Sprite): Looking for something new to sell in his expanding trials shop, Sandiford spent some time riding a 125cc Sprite. He would soon move to a Bultaco.

Geoff Chandler (Wasp): Geoff was a new young emerging talent in the Southern Centre.

Mike Clarke (Bultaco): It’s two fingers on the clutch with concentration at 100%!

Peter Valentine (Bultaco): Still riding the older radial cylinder-head four-speed Bultaco, this was a very good result for the privateer rider.

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Ian Haydon (Cotton): In later years Ian would admit he stayed loyal to the uncompetitive Cotton brand for too many years in the face of the growing domination of the Spanish machines.

Tony Davis (AJS): A well respected national winner, Tony tried in vain to make the Villiers engine AJS into a competitive model along with his brother Malcolm. The project ended abruptly when Villiers ceased production of trials engines.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

FLASHBACK 1968 BRITISH TRIALS CHAMPIONSHIP

Barrie Rodgers (Cheetah): The East Midlands Trials Champion was one of the first riders to become involved with the new Cheetah brand outside of the Southern Centre where its manufacturer Bob Gollner was based.

Running water It was a further three-mile ride in the cold to a trio of hazards at Ashmead’s where the water in the stream was still running despite the freezing conditions. Despite the difficult terrain with the almost sheer climb out of the last hazard, 15 clean rides were recorded.

Sammy Miller needed a hefty prod to keep forward motion as the Bultaco’s rear wheel spun on the ice. Both Tony Davis and East Midlands Trials Champion Barry Rodgers on the Cheetah fought for grip, but the closing of the throttle resulted in both of them being thrown from their machines and back down from the top of the steep climb into the gully below.

Wasp-mounted Geoff Chandler fell victim to the same scenario, but the observer had deemed the front wheel of the machine — with him still on board at this point — had cleared the sections end cards. It was then back onto the road for a further ride to the next group of hazards which contained ten in total.

Scott Ellis (BSA): Despite the disbanding of the works BSA team Scott would remain loyal to the once proud motorcycle manufacturer from Great Britain as four-stroke machines fell out of fashion.

Natural hazards

Chris Watts (Wasp): The cottage industry of motorcycle manufacturers in Great Britain resulted in many specials appearing including the Villiers engined WASP.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Laycombe Ditch is a very natural hazard where the riders had, amongst other things, ice-covered slabs of rock to contend with. The hazards were very deceptive and very costly for both Don Smith and Gordon Farley, but the eventual first and second placed riders Miller and Telling both cleaned all ten sections.

Across the road from these hazards lay the largest group in the Binley valley with 18 in total. A wide variety of challenges were aptly named Twist, Gate, Drop, Dell and Climb. The first hazards were in a very foul mood and troubled the entire entry, but they then eased, and it was a lapse in concentration that took both Farley and Miller for a mark each, much to their annoyance.

The final hazard here was a severe test of man and machine as rider after rider was thwarted in their attempts to reach the section ends cards on the steep muddy climb. A few ‘paddling’ three-mark penalties were recorded, but Farley used all his power and aggression to become the only rider to summit the climb with both feet on the footrests. This sterling effort pulled him level on marks with Miller on 13 marks lost as Telling still held the lead on 11 with only one more group of hazards left at Withymore, which contained six hazards.

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FLASHBACK 1968 BRITISH TRIALS CHAMPIONSHIP

Steve Abbott (Bultaco): With Sammy Miller winning everything on offer the Bultaco was becoming well established in trials in the UK.

Brian Fowler (Bultaco): It’s a very young ‘feet-up’ Fowler here! A successful rider himself, in the 70s he would become the team manager for the Beamish Suzuki trials team

Miller’s tie decider

Karl Rowbothan (Bultaco): Motorcycle trials shop owner Karl could be found riding in many events, accompanied by his wife.

Withymore, with its twisting, rocky, mud-filled river, was the scene of controversy which would leave both Miller and Telling on 14 marks each!

Sammy had gone through the six hazards just losing a single mark as Farley put himself out of contention losing two to finish on 15 in total.

It all went wrong for Telling when he was deemed to have put his feet down twice as he exited one hazard and entered the other in a double ‘sub’ hazard. These two marks left him on the same score as Miller. The decision would all go down to the special test, where the rider’s time was recorded between two marked points over a timed course adjudicated by an official timekeeper. It was the clock of the ACU keeper SJ Wragge who would declare that Miller was 2.5 seconds faster than Telling giving ‘Super Sam’ yet another victory in his illustrious career.

In the poorly supported sidecar class, the pairing of Roy Bradley and Christine Bull took their Ariel to a five-mark win over Des Kendall on his special home-built Kenmen.

The day’s action rounded off with a warm cup of tea in Leighterton Café as the 1968 trials season drew to a close.

COTSWOLD CUP 16th December 1968

BEST SOLO: 1: Sammy Miller (Bultaco) 14; 2: Lawrence Telling (Montesa) 14.

FIRST CLASS AWARDS: 3: Gordon Farley (Greeves) 15; 4: Mick Bowers (BSA) 23; 5: Don Smith (Montesa) 25; 6: Chris Leighfield (Taylor Suzuki) 26; 7: Derek Adsett (Greeves) and Tony Davis (AJS) 31; 8: Peter Valentine (Bultaco) and Ian Haydon (Cotton) 32.

SECOND CLASS AWARDS: 9: Jim Sandiford (Sprite) 33; 10: Geoff Chandler (Wasp) and Ken Sedgley (Sprite) 34; 11: Mike Clarke (Bultaco) 39; 12: Chris Watts (Wasp) 40; 13: Scott Ellis (BSA) 43; 14: Barrie Rodgers (Cheetah) 45; 15: Steve Abbott (Bultaco) 46.

BEST SIDECAR: 1: Roy Bradley/Christine Bull (Ariel) 43; 2: Des Kendall (Kenman) 48; 3: Roger Martin (Ariel) 55.

CLASS AWARDS: 200cc: Mick Bowers (175 BSA); 250cc: Lawrence Telling (250 Montesa); 350cc: Scott Ellis (252 BSA) Paul Dunkley (Cheetah): The pairing of Dunkley and the Cheetah was a winning combination in the Southern Centre.

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MANUFACTURERS: Bultaco 3; BSA 2; Greeves 2; Montesa 2; Wasp 2; AJS 1; Cheetah 1; Cotton 1; Sprite 2; Suzuki 1; Wasp 2.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

PRODUCT FEATURE WRAPPING

As cool as music Described to me as ‘Trials Porn’ is how some individuals see the finished product of a refurbished seat and fuel tank cover or shelter for the Honda RTL models. The finished item looks very cool but what is ‘Wrapping’? It can be applied to a majority of motorcycle components including front fork bottoms, swinging arms, etc. to give a strong protective coating. Here we have a look at just what services Trialsart can supply.

Article: Trials Media

Are you ready?

Do you know exactly what you require and what you want to see achieved with this product to complete your restoration or to provide protection to your treasured possession? If so then this Vinyl service could be just for you.

Simply send them your artwork or tell them exactly which of their designs you require, and the print and production team will do the rest. All decals can be supplied, or you can send your own.

The highest quality materials and acute attention to detail are applied, using robustly tough 3M Scotchprint and/or Avery Dennison supreme wrapping protective film used in the aerospace industry to form a long-lasting look.

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Tank covers/shelters Tank shelters are professionally wrapped by a leading acrylic design specialist in West Yorkshire.

New seat and tank units supplied will be fitted with an original Honda rubber fixing strap and Dzus quarter-turn frame-fitting screws.

As an added optional protection they can supply measured Avery Dennison protective clear film on the parts of the unit where excessive wear occurs.

OraGuard clear wrap can be provided at extra cost, either made to measure or a single sheet to be cut to size. Please be aware that not all tank moulds are identical and that pre-formed ‘tailor’ made OraGuard may not fit exactly to the desired area.

Finally, all shelters/covers are lacquered with equally hard-wearing Maxmeyer HS Lacquer mixed with a flexible additive protection as used by German vehicle manufacturers.

Extra work Existing tank shelter/cover upgrades start at £350 including a new seat. If you wish to upgrade your existing seat and tank unit, then all units must be free from all other paintwork/decals. Any further preparatory work, e.g. fibre glassing, removal of existing decals, sanding down etc. will result in additional cost. OraGuard clear added anti-wear protection sheeting can also be supplied, fitted or separately. Please allow 2–8 weeks to produce and deliver.

Seats Finished seats are handmade in West Yorkshire by a leading motorcycle seat manufacturer from a specially designed polypropylene base with quality foam-filled cushion.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

PRODUCT FEATURE WRAPPING

Superior padded seats and tank shelters/covers are supplied with all units fitted with retaining clips and Dzus, and covered with your choice of hardwearing fabric colours and fittings either screwed or glued. During the seat’s life, the cover can be replaced relatively cheaply simply by removing the old cover and replacing with a new cover.

Care and maintenance Please see below for detailed information on caring for your graphics.

• Rinse off as much dirt and grit as possible with a spray of water.

• Use a wet, non-abrasive detergent and a soft, clean cloth or sponge.

• Rinse thoroughly with clean water. To avoid water spotting, immediately use a silicone squeegee to remove water and finish with a clean microfibre cloth.

• Pressure washers. Although hand washing is the preferred cleaning method, pressure washing may be used under these conditions: 1. Ensure the water pressure is kept below 2000psi; 2. Keep water temperature below 80 degrees; 3. Use a spray nozzle with a 40-degree wide angle spray jet; 4.

Keep the nozzle at least 300mm (1 foot) away from and perpendicular (at 90 degrees) to the graphic; 5: Holding the nozzle of a pressure washer at an angle to the film may lift the edges of the film; 6: Fuel spills: wipe off immediately to avoid degrading the lacquer, vinyl and adhesive properties of the vinyl.

• Polish and wax. Most standard graphics films and over-laminates can be polished or waxed with a high-quality vehicle wax. Before use test the product and approve in an inconspicuous area. Do not use any abrasive polishes or cutting compounds.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

• Cover whenever possible. Vinyl graphics, just like paint, are degraded by prolonged exposure to sunlight, UV and atmospheric pollutants.

Frequently asked questions

Can scratches be removed? It may be possible to reduce the appearance of fine scratches by heating with a heat gun/hair dryer to approximately 50ºC, which often makes them disappear. Keep the heat gun moving and do not aim the heat at a single spot for a long time. Sometimes the scratches will disappear when the vinyl gets hot in sunlight.

Deeper scratches will not come out. In extreme cases the wrapping will have to be replaced, it’s cheaper than a new paint job though.

How do I maintain the graphics? Care for your seat and tank unit graphics like you would any fine paint finish. Using high-quality products designed specifically for car care and these cleaning and maintenance procedures will help keep your graphics looking their best. Gentle cleaning is best.

Polish or wax? No polish is recommended for carbon fibre and brushed metal effects.

This article showed the work carried out on the Honda RTL models, but this same service can be applied to any motorcycle components.

For more information on this product and service, visit: www.honda-rtl-tlr-trialsart.co.uk or telephone: +44 (0)7845 120654 (Please leave a message if no one answers).

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A PERFECT CHRISTMAS GIFT FOR ANY MOTORCYCLE ENTHUSIAST Looking at a very ‘Golden Age’ of motorcycle sport from 1965–1985 this limited edition 132-page publication spans Enduro, Motocross, Road Racing and Trials.

The majority of pictures have never been seen in print before.

You will enjoy this motorcycle adventure demonstrated with black & white and colour photos captioned with informative text.

Presented in an A4 magazine format, it is a step back in history for any motorcycle enthusiast to enjoy and remember an iconic time with the great names and machines.

Inside you will find such great names as Jeff Smith, Roger De Coster, Malcolm Davis, The Lampkins, Jarno Saarinen, Mike Hailwood, Barry Sheene, Giacomo Agostini, Mick Andrews, Yrjo Vesterinen and incredible machines of their time produced by BSA, Greeves, Bultaco, Montesa, Ossa, MV Agusta, Triumph, Honda and many more.

Yes, it’s as good as it sounds.

UNSEEN IMAGES

ROAD RACING

ROAD RACING

Anglo-American Match Races 1971

PHOTOS | PETER J BEARDMORE

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was restricted p The first ever Anglo-American series Triumph to factory contracted riders on BSA and in machines. Both brands were still very prominent problems road racing around the world despite the facing. the motorcycle industry in the UK was from Don way Number eight, John Cooper, leads the Dave and (6) Emde Don Castro (5), Dick Mann (4), Aldana (3).

Rocket 3 was still t ‘Moon Eyes’ John Cooper on the BSA and goggles using an open-face ‘cork’ crash helmet for head protection!

1971 Teams

GREAT BRITAIN John Cooper (BSA), Tony Jefferies Smart (Triumph), Ray Pickrell (BSA), Paul (Triumph) and Percy Tait (Triumph) UNITED STATES OF AMERICA Dave Aldana (BSA), Don Castro (Triumph), Don Emde (BSA), Dick Mann (BSA) and Jim Rice (BSA) RESULTS: 1: Great Britain 183; 2:

USA 137

971 — The Easter Bank holidays in April would come alive for the first time to the booming sound of the four-stroke BSA and Triumph machines in the Anglo-American Match Races. Launched by the BSA–Triumph group, two teams of riders from Great Britain and the United States of America would race over three rounds at Brands Hatch on Good Friday, Mallory Park on Sunday, and finishing at Oulton Park in Cheshire on Easter Monday.

The winning team would be the one with the highest number of points.

The two main teams of five riders were limited to factory contracted riders from both BSA and Triumph. This limited the strength of the American team, but without a doubt the new series format was a big hit with the fans.

This was very much a show of power from the once mighty ailing British motorcycle manufacturers and the upper hand was without a doubt with the British from the very start. They would compete on the superior and lighter new triple-cylinder machines whereas their America rivals were on the 1970 model machines which were heavier and not as dynamic.

p Dick Mann on the left and Dave Aldana on the right, of the American team. The crash helmet Aldana was wearing was the latest offering from Bell helmets. u American Jim Rice signs another autograph. The Yanks were very popular with the ladies! q The full-on aggressive riding style from Dave Aldana was reminiscent of flat track racing as he ran onto the grass on a few occasions! You can see the ‘Gaffer’ tape holding the fairing together after numerous crashes.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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www.trialmag.com CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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23:51

SPORT KIA TWINSHOCK CHAMPIONSHIP

A grand finale

Richard Allen (Aprilia)

For the second time, this year Classic Trial Magazine had the privilege of witnessing a terrific Kia Twinshock Championship round. This 2018 ‘Grand Finale’ was in the experienced hands of the Hillsborough Motor Cycle Club. They put together a superb two-lap off-road course taking in 20 hazards, including some classics from the Jack Wood Trial at Ughill. The event started in very wet foggy conditions, but on the odd occasion, the sun shone through to make for a very pleasant day. A good entry has once again enjoyed the 2018 series at every round, and the variety of machines from many manufacturers has added to the true spirit of the events. The proposed nine-round series was reduced to eight after the cancellation of one round but, on the whole, the championship has seen a very wide variety of terrain covering the length and breadth of the country to give us this year’s class winners.

Article: John Hulme and John Moffat

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Chris Forshaw (Fantic)

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

SPORT KIA TWINSHOCK CHAMPIONSHIP

Roy Palmer (Kawasaki)

Chris Myers (Bultaco)

John Reynolds (Beamish Suzuki)

Ian Peberdy (BSA)

Steve Bird (Yamaha)

Expert Championship

Twinshock: It’s always good to see the riders enter into the spirit of this championship and this class’s winner Richard Allen was certainly one of them, along with the series runner-up Chris Forshaw. For Allen, it was a switch from the four-stroke Honda to a two-stroke Aprilia, and for Forshaw, the switch was almost the same, from the four-stroke Honda but this time to the two-stroke Fantic. With five round wins from the seven, he contested Allen was always going to have the upper hand as Forshaw only won one round, the second of the year.

Taking third position, and an inspiration to us all, was Roy Palmer on his home-built four-stroke Kawasaki. Maybe if Roy had been involved with the Japanese project with Kawasaki, the KT two-stroke model would have been a success, who knows? Out of the eight rounds, this year Phil Disney (Honda) won one, as did Roger ‘Jolly’ Williams on the Fantic at the final round.

Historic Spanish & Pre-78 Twinshock: A championship class that still needs to grow, the fight between eventual series winner Chris Myers (Bultaco) and Steve Bisby (Ossa) was very evenly matched. The three wins from Myers left the door open for Bisby, who had won two, to push him at the final round but this did not happen. Earlier in the championship both Gary Younghusband (Bultaco) and Dave Wood (Bultaco) had won a round each, but the winner at the final round was quite a shock. A winner of many national trials in his day, John ‘JR’ Reynolds turned out on his longtime sponsor Richard Thorpe’s 325cc Beamish Suzuki to take the win and show that the natural talent that was so evident many years ago was still there in abundance.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

Yrjo Vesterinen (BSA)

Monoshock: The Japanese machines continue to dominate this very competitive class, and the 2018 victor was Steve Bird on his Yamaha, winning four rounds. With consistent riding in the other rounds, he eventually managed to open up a points advantage over second-placed Dean Devereux on his Honda TLM. In third place and with two wins to his name was the ever-present Nigel Scott on another Honda. A win apiece on the mono-shock Yamahas went to Stephen Larkin and Chris Alford. We are beginning to see a few of the old air-cooled machines from Beta, Fantic, Gas Gas and Montesa appear in the championship, which has to be good for the future.

British Bike: Take nothing away from the six consecutive wins of Ian Peberdy on his well-engineered 185cc BSA Bantam, but this is another series where we expected to see more riders contest the whole series. The first round had witnessed Phil Houghton at his very best on the 350cc Triumph Twin as Finland’s three-time FIM world trials champion won the second round on his BSA Bantam. The mixture of two and four-stroke machinery is very good but who will take the challenge to Peberdy in 2019?

We will have to wait and see.

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SPORT KIA TWINSHOCK CHAMPIONSHIP

Antony Charles (Fantic)

Jim Williams (SWM)

Jim Waters (Yamaha)

David Wilkinson (Honda)

Charlotte Kimber (Fantic))

Clubman Championship

Twinshock: Encouraging a wide variety of machinery is what the Kia Championship is all about, and this was very evident in this class.

With some super-consistent results including three round wins, David Wilkinson on the Honda did enough to secure this championship, with Antony Charles on the Fantic in second. Antony did not manage to take a single round win, and it was this that left him on the second step of the podium. It was the same scenario for third-placed championship finisher Jim Williams on the SWM even though he won round three. Other round winners included Paul Cook on another SWM, David Braithwaite (Beamish Suzuki) and Stephen Wilde (Honda). Looking good on the Fantic, lady rider Charlotte Kimber came home a good sixth overall in the championship, putting many of her predominantly male riders to shame with some excellent riding.

Historic Spanish & Pre-78 Twinshock: Riding his Yamaha TY 175cc with passion and enthusiasm James Waters was consistent when it was needed, taking just two individual round wins. The lack of power did not get in his way as he finished in front of David Matthews on the Bultaco. He only won one round and finished equal on points with Russell Walker on his very clean Montesa Cota 200, who won his only round in the early part of the championship. Taking three wins in the first half of the season, Robin Oliphant put the Suzuki into the mix of machinery at the top of the series.

The only other round winner out of the eight was Martin Beech on his Ossa.

It may be classed as the ‘Historic Spanish’ championship, but in 2018 it was a Japanese machine which led the way and kept the Bultaco, Montesa and Ossa machinery at bay.

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Russell Walker (Montesa)

Monoshock: Looking very confident on the four-stroke Honda, Dave Wardell put the championship way beyond the reach of anyone with his six round wins. No one could live with his consistency at the top of the table, but what was good to see was the fact that a Fantic broke the Japanese domination in the overall championship. Paul Whittaker won the opening round in Wales and maybe, bearing in mind the fact that he has finished second overall, he can make a challenge for the 2019 championship win.

The fight for third overall was very close as Eirian Davis (Yamaha), Paul Hobson (Honda) and Nick Boxall on the Fantic all finished very close together in the points table. The only other round winner was Nathan Hanley on his Yamaha at round two.

British Bike: Even though the four-stroke Triumph Tiger Cub conversions remain very competitive, this is a championship that has seen the twostroke domination. Paul Howells finished at the top of the championship on his BSA Bantam taking two wins along the way. It’s interesting to note that we have had six different round winners including Howells with Owen Hardisty, Peter Edwards, Jim Pickering, Jim Tennant and Darren Phypers.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

SPORT KIA TWINSHOCK CHAMPIONSHIP

Dave Wardell (Honda)

Owen Hardisty (BSA)

KIA TWINSHOCK CHAMPIONSHIP ROUND 8: HILLSBOROUGH MOTORCYCLE CLUB

Expert class TWINSHOCK: 1: Roger Williams (Fantic) 6; 2: Darren Wasley (Fantic) 10; 3: Roman Paul Howells (BSA)

Kyrnyckyj (SWM) 12; 4: Richard Allen (Aprilia) 17; 5: Andy Hipwell (Honda) 17.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: John Reynolds (Beamish Suzuki) 14; 2: Stuart Blythe (Bultaco) 15; 3: Ian Strickland (Bultaco) 24; 4: Chris Myers (Bultaco) 27; 5: Stephen Bisby (Ossa) 38.

MONOSHOCK: 1: Steve Bird (Yamaha) 1; 2: Chris Koch (Yamaha) 10; 3: Dean Devereux (Honda) 13; 4: Andy Reeves (Montesa) 14; 5: Rob Faulkner (Yamaha) 24.

BRITISH BIKE: 1: Ian Peberdy (BSA) 16; 2: Mark Reynolds (Triumph) 20; 3: Paul Bennett (Francis Barnett) 24; 4: Yrjo Vesterinen (BSA) 25; 4: Martyn Stanistreet (James) 37.

Clubman Class TWINSHOCK: 1: David Wilkinson (Fantic) 6; 2: Nigel Greenwood (Honda) 10; 3: Lee Hutchinson (Honda) 15; 4: Anthony Charles (Fantic) 16; 5: Andrew Williams (Honda) 16.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Jim Waters (Yamaha) 18; 2: Rob Poulton (Bultaco) 29; 3: Russell Walker (Montesa) 32; 4: Ossy Byers (Bultaco) 40; 5: Michael Glaves (Bultaco) 52.

MONOSHOCK: 1: Dave Wardell (Honda) 2; 2: Paul Whittaker (Fantic) 8; 3: Lee Savage (Fantic) 11; 4: Robin Foulkes (Honda) 22; 5: Eirian Davies (Yamaha) 27.

Paul Whittaker (Fantic)

2018 KIA TWINSHOCK CHAMPIONSHIP FINAL POSITIONS Expert Class TWINSHOCK: 1: Allen 117; 2: Forshaw 86; 3: Palmer 72; 4: Kyrnyckyj 72; 5: Wareing 67.

However, the trials world was saddened to hear of the passing of Kidderminster’s Jim Pickering on October 4th 2018. He was best known as the man behind the ‘Drayton’ brand special framed machines that have come to dominate the Pre-65 classic trials scene over the past few years.

He bravely fought cancer which did not keep him from riding in trials the sport he loved. A very talented engineer, he was always full of enthusiasm and advice. Jim was a regular competitor at classic events countrywide and was overjoyed when Scotland’s Gary Macdonald was the first Scotsman to win the Pre-65 Scottish in 2017 on a Drayton Triumph.

Visit: www.twinshockchampionship.org.uk for more information on events, venues and classes in 2019.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Myers 107; 2: Bisby 94; 3: Wood 69; 4: Barnett 45; 5: Knaggs 25.

MONOSHOCK: 1: Bird 114; 2: Devereux 90; 3: Scott 89; 4: Faulkner 70; 5: Wareing 34.

BRITISH BIKE: 1: Peberdy 120; 2: Vesterinen 59; 3: Bennett 21; 4: Houghton 20; 5: Wickett 17.

Clubman Class TWINSHOCK: 1: Wilkinson 101; 2: Charles 88; 3: Williams 78; 4: Cook 67; 5: Stubbs 63.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Waters 100; 2: Matthews 84; 3: Walker 84; 4: Oliphant 60; 5: Robson 32.

MONOSHOCK: 1: Wardell 120; 2: Whittaker 99; 3: Davies 75; 4: Hobson 72; 4: Boxall 72.

BRITISH BIKE: 1: Howells 100; 2: Hardisty 91; 3: Edwards 59; 4: Grant 52; 5: Byers 49.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 27

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01 20 Years of Twinshock Trials, Vol. 1 A pictorial look at the men and machines in trials from 1965 – 1985. The book is 120 pages in A4 size and comes in the semi hardback format.

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01 20 YEARS OF TWINSHOCK TRIALS, VOL. 1 02 20 YEARS OF TWINSHOCK TRIALS, VOL. 2 03 20 YEARS OF TWINSHOCK TRIALS, VOL. 3 04 SPANISH TRIALS MACHINES 05 A COMPLETE GUIDE TO MOTORCYCLE TRIALS 06 MOTORCYCLE COMPETITION SCOTLAND 1975-2010 07 LOCHABER SSDT 1909–2011 08 PRE-65 ‘SCOTTISH’ 2018 DVD

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The history of Spanish trials machines between the years 1965 – 2010 contains 128 pages. The book is A4 size and comes in the semi hardback format.

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CHRIS KOCH - KIA National Twinshock Championship, Hillsborough

IMAGE CREDIT - TRIAL MAGAZINE