Classic Trial Magazine Issue 35 Winter 2020 by Trials Media

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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1980 COMPETITION

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Winter 2020

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CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat. 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 and Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2020 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. 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. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. 4

Picture: 1975 Cotswold Cup, Malcolm Davis (Bultaco) • Credit: Alan Vines Front Cover: 1980 ACU British Trials Champion Martin Lampkin (SWM) • Picture Credit: Eric Kitchen

Winter 2020 • Classic Trial Magazine

Trial Magazine• Welcome

WELCOME FEATURES

CLASSIC COMPETITION

MICRO MACHINE

REBUILD

FINALE

PROJECT PART TWO

EUROPEAN CHAMPIONSHIP

SPECIAL

REMEMBERING

OVERSEAS

SIDECAR

RARE

FLASHBACK

1980 Review

Montesa Cota 200 Armstrong 320

Sammy Miller 1970 Scott Trial ACU British Trials Championship Heath’s Beta TR34 1970

Becker Montesa Malcolm Davis Robregordo

1980 ACU British Trials Championship Fraser Honda

1970 Manx Two Day

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Classic Trial Magazine • Winter 2020

6 8 10 12 14 49 92 96 5

News • The world of Classic Trials

At the Ventoux Trial Classic in October, the WTB (Works Trials Bikes owners group), recently formed to preserve historical trials motorcycles, for the first time displayed four exceptional machines; some of them previously hidden from public view for decades. On display were: Don Smith’s personal Bultaco Sherpa Type 27 – the multiple European Champion rode it to victory in the famous St-Cucufa trial in 1967; built by five-time French Trials Champion, Christian Rayer in 1971/72 (with help from the factory) was the Yamaha 360 prototype — it led Yamaha to eventually produce its famous TY model; Yamaha 250 OW 10 cantilever, as ridden in 1974 by Mick Andrews, won the Scottish Six Days and the French world round in Sancerre, before being ridden to second spot in the 1975 French championship by Christian Rayer — Christian attended the Ventoux exhibition; and Rob Shepherd’s works Honda RTL 360 was also on display — he rode it to fourth

COSTA BRAVA TWO DAY 2020

Photo: Works Trials Bikes

WORKS TRIALS BIKES

place in the 1979 SSDT before the machine was given to Belgium’s rising star Eddy Lejeune and eventually to Honda development rider Kiyo Hattori. The WTB membership is now rapidly growing and comprises not only motorcycle owners but also former works riders, engineers, mechanics, journalists and historians of the sport from around the globe.

TRIALS MODELS

Due to the Covid-19 situation, it was certainly not the news we wanted to hear when the 2020 Costa Brava Two Day was cancelled. It was 100% the right decision to make. It would have been crazy to undo all the good work Joan Comas and his team at Costa Brava have done in the local area. Joan has confirmed that the event in 2021 will be his best event yet! We will most certainly keep everyone up to speed when the planning for this superb event is released.

THANK YOU FROM CLASSIC TRIAL MAGAZINE

With Christmas and the New Year upon us, Classic Trial Magazine would like to thank everyone who continues to support us during these challenging Covid-19 times. We have not missed publishing a copy of your favourite read, and it continues to thrive in both print and digital formats. The main difficulty we are having is with the overseas shipping timeframe, over which we have no control. All we ask is, please be patient, and if you are experiencing problems, please contact us. We have so many exciting Christmas gift ideas; however, if you would like to place an order, we would strongly advise to order sooner rather than later to avoid disappointment. The gift of a subscription lasts for twelve months and can be enjoyed all year. Have a Happy Christmas and New Year. Thank you – Classic Trial Magazine.

Model manufacturer, Trialreplic, is proud to announce that Yoomee will be the sole official UK importer for its range of motorcycles. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production. Currently, models include Honda, Montesa and Ossa. More models are planned for the future. Sold as display models, they make the perfect gift for the motorcycle trials enthusiast. See the advert on page 94-95 or get yourself along to the website: www. yoomee.co.uk to start collecting these exciting models now on sale in the UK. You can also call: 01663 749163 for more information.

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Winter 2020 • Classic Trial Magazine

John Moffat • Trials Guru

TRIALS GURU

ORIGINALITY Originality: ‘The ability to think independently and creatively’. I have always been a bit of a free-thinker, and sometimes it has dropped me into arguments and even in a spot of bother. Still, I like originality, and I also like motorcycles that are ‘original’. By that, I mean, ‘as they left the factory’. Each to their own though, everyone has their motorcycle the way he or she likes them, and in my book that is perfectly fine. Not all my motorcycles are 100% original, of course, as I do like some modifications, especially those that make them easier to stop, steer and handle. My Bultaco 370 Sherpa project has been furloughed, but that has not stopped my plans entirely as I purchased, after a lengthy discussion, another Bultaco Sherpa! Words: John Moffat • Pictures: Trials Guru and Jimmy Young

his time it is a 325cc model 191 from 1976. It is nut-and-bolt original except for one thing, the frame and swinging arm colour. Instead of being the usual silver it has a mid-grey gloss finish and looks like it left the factory that colour, but how and why I have yet to find out. I purchased the machine from an exceptionally good friend, a man who knows his Bultacos and, like me, a keen enthusiast of trials. He too does not know why the colour deviates from the standard, but as I said, every component on this motorcycle is correct for the model and the year. The 191 Sherpa was the last in a series of three models known in Spain as the ‘Manuel Soler’ Sherpa, named after the development rider and

Classic Trial Magazine • Winter 2020

former Spanish Trials Champion who is also a grand nephew of F.X. Bulto, the marque’s founder. It is a model I always wanted, but at the time I was a poor student at university, so I waited until the next model came off the production line in late 1977, which was the Model 199, probably the best Bultaco I have ever owned. Am I bothered that the colour is not as per catalogue? Not a bit of it; I am just intrigued and I hope to one day find out why it is so. Someone somewhere must know. I am just delighted that I now own such a lovely motorcycle. Soon it will be road registered and will be carrying me down to the village to pick up some bits and bobs as I do not intend competing with this one; after all, I have others that fit that requirement. 9

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Winter 2020 • Classic Trial Magazine

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Classic Trial Magazine • Winter 2020

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Winter 2020 • Classic Trial Magazine

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Classic Competition • 1980 ACU British Trials Championships

Martin Lampkin (SWM): Jock Wilson shakes hands with a very happy Martin Lampkin after the last section at the final BTC round, the Welsh Trophy.

A WORTHY WINNER

MARTIN LAMPKIN Here we round up our look at the 1980 ACU British Trials Championship from the last issue of Classic Trial Magazine, with the late great Martin Lampkin (Bultaco/SWM) the worthy winner. His move in the April from Bultaco to SWM had interrupted his form, but he came out with a winning statement at the Allan Jefferies Trial, Martin Lampkin was still a winner! After a knee injury put Malcolm Rathmell (Montesa) out of his home event, round six the Allan Jefferies Trial, he came back into action at round seven but ran out of rounds to challenge his good friend for the title he held in 1979. Words: Yoomee, Alan Wright, Alan Vines and Mike Rapley • Pictures: Alan Vines and Eric Kitchen. The images used in this article are from a selection we have from various events during 1980. Once again, I would like to say a huge thank you to the photographers and riders who have helped generate this article: editor, John Hulme. With five of the ten rounds contested, the 1980 ACU British Trials Championship had Malcolm Rathmell (Montesa) in front of Martin Lampkin (Bultaco) with Rob Shepherd next, putting these three head and shoulders above the rest of the pointsscorers. With a total of 19 points scorers in the first half of the Championship, it was still a battle to get into the top ten. Larger engined machines dominated the points-scoring rides, but it was soon all about to change.

1980 ACU BRITISH TRIALS CHAMPIONSHIP FIVE ROUNDS COMPLETED

Malcolm Rathmell (Montesa): After an injury-interrupted season, he finished as runner-up despite missing one round.

POSITIONS: 1: Malcolm Rathmell (Montesa) 59; 2: Martin Lampkin (Bultaco) 54; 3: Rob Shepherd (Honda) 51; 4: John Reynolds (Beamish Suzuki) 29; 5: Nigel Birkett (Montesa) 20; 6: Mike Skinner (Montesa) 19; 7: Mick Andrews (Majesty Yamaha) 19; 8: Peter Cartwright (Bultaco) 12; 9: Chris Sutton (Montesa) 10; 10: Alan Wright (Bultaco) 8; 11: Chris Clarke (Montesa) 8; 12: Dave Thorpe (Bultaco) 6; 13: Chris Myers (Bultaco) 6; 14: Tony Calvert (Ossa) 6; 15: Kiyoteru Hattori (Honda-JPN) 6; 16: Steve Wilson (SWM) 5; 17: Bernie Schreiber (Bultaco-USA) 5; 18: Norman Shepherd (Ossa) 3; 19: Nick Jefferies (Montesa) 1.

Winter 2020 • Classic Trial Magazine

1980 ACU British Trials Championships • Classic Competition

John Reynolds (Beamish Suzuki): Despite a championship round-one win he could not find the form to challenge for the overall championship.

Peter Cartwright (Bultaco): A much improved rider in 1980 with more consistent results.

ROUND 6: ALLAN JEFFERIES TRIAL

With financial problems at the Bultaco factory forcing Martin Lampkin to SWM, he was now settling into his riding. With some world round experience under his belt, he was back on form for his ‘Home’ national. The early championship leader Malcolm Rathmell was out of action after damaging his leg at the ‘Kickstart’ arena trial, and it was Rob Shepherd who took the championship fight to Lampkin on the fourstroke Honda. It was a rejuvenated Tony Calvert on the new yellow Ossa ‘Gripper’ model who rocked the boat with an excellent third place. Nigel Birkett battled on with the Montesa Cota 349, which turned out to be his last British championship round on the machine. John Reynolds slipped down the Championship table with a disappointing seventh as Glen Scholey rounded off the top ten. RESULTS: 1: Martin Lampkin (SWM) 46; 2: Rob Shepherd (Honda) 48; 3: Tony Calvert (Ossa) 55; 4: Chris Sutton (Montesa) 63; 5: Nigel Birkett (Montesa) 64; 6: Chris Myers (Bultaco) 64; 7: John Reynolds (Beamish Suzuki) 71; 8: Peter Cartwright (Bultaco) 71; 9: Mick Andrews (Majesty Yamaha) 72; 10: Glen Scholey (Bultaco) 74.

Classic Trial Magazine • Winter 2020

Rob Shepherd (Honda): It was a case of ‘Fourstroke Finale’ for Shepherd as Honda UK pulled out of the BTC at the close of the season

Nigel Birkett (Montesa): It was a happy close to the season that was rescued by the move to the Montesa Cota 200, and with it two championship wins.

ROUND 7: RED ROSE TRIAL

With a reputation for a tough day’s sport, the Red Rose Trial threw up one of the biggest upsets in the British Championship that almost mirrored the change of Sammy Miller from the 500cc Ariel to the Bultaco 250cc in 1965. In a brave move by the Montesa importer, Jim Sandiford, he put Nigel Birkett on the Montesa Cota 200, moving him from the larger-engined Montesa Cota 349! Never one to shy from a challenge, Birkett only went out and won! Also on a larger-engined Montesa, Malcolm Rathmell made a return from injury to finish second. For Martin Lampkin, it was a day to forget, finishing in – for him – a lowly seventh. It’s also worth noting the first ACU British Championship point for Fantic with Chris Griffin in tenth position on the 200 model — actual engine size 156cc! Times were changing, as the red Fantics arrived in the UK. RESULTS: 1: Nigel Birkett (Montesa) 64; 2: Malcolm Rathmell (Montesa) 66; 3: Rob Shepherd (Honda) 75; 4: Peter Cartwright (Bultaco) 75; 5: John Reynolds (Beamish Suzuki) 77; 6: Martin Lampkin (SWM) 85; 7: Chris Sutton (Montesa) 90; 8: Dave Thorpe (Bultaco) 93; 9: Norman Shepherd (Ossa) 95; 10: Chris Griffin (Fantic) 95.

Chris Sutton (Montesa): Despite the move from the Beamish Suzuki to the Sandiford Montesa, ‘Sooty’ remained sixth in the BTC, the same position as in 1979.

Classic Competition • 1980 ACU British Trials Championships

Chris Clarke (Montesa): The third place at the Travers was his best BTC result.

Mick Andrews (Majesty Yamaha): ‘Magical’ proved he could still produce the form when he competed in selected BTC rounds.

Tony Calvert (Ossa): Moving to the new 350 yellow Ossa ‘Gripper’ produced a third place in the Allan Jefferies Trial.

ROUND 8: TRAVERS TROPHY TRIAL

It was that man Birkett and the Montesa Cota 200 that once again dominated the headlines as he stormed to the Travers win and a maximum points haul. On a dry, warm day he left his fellow championship challengers stood looking in amazement as he worked wonders on the little 200 Montesa. On one particular occasion, he watched Rob Shepherd, on the mighty 360 Honda, come to a stop on a very steep hill climb. Not fazed by this at all, he left Shepherd speechless as he cleaned the very same hazard. Holding the championship lead, Martin Lampkin finished just two marks behind Birkett. Sheffield’s Chris Clarke was bang on form with a good strong third-place finish. Having missed the Allan Jefferies Trial through injury, the defending champion Rathmell lost further ground on Lampkin, finishing in fourth position. With Birkett showing good form he was slowly moving up the championship table with the addition of the recent maximum points at the Red Rose and now the Travers. RESULTS: 1: Nigel Birkett (Montesa) 35; 2: Martin Lampkin (SWM) 37; 3: Chris Clarke (Montesa) 42; 4: Malcolm Rathmell (Montesa) 47; 5: John Reynolds (Beamish Suzuki) 54; 6: Rob Shepherd (Honda) 59; 7: Chris Sutton (Montesa) 58; 8: Mike Skinner (Montesa) 69; 9: Peter Cartwright (Bultaco) 69; 10: Tony Calvert (Ossa) 70.

Alan Wright (Bultaco/Fantic): Smaller capacity machines were now coming back into fashion, and Alan made the move to the 200 Fantic in the latter part of the season.

ROUND 9: PRESIDENTS TROPHY TRIAL

It was a very dark day for the sport when Malcolm Davis was tragically killed by a drunk driver while competing in the trial. It cast a cloud over the whole proceedings, and it was a sombre end to the day when the results were announced that Malcolm Rathmell had won. With Lampkin finishing second, it allowed Rathmell to take the title fight to the final round with the points standing very close between them. Rob Shepherd was missing from the event with a badly twisted knee, which ended his championship challenge for Honda. The Birkett & Montesa 200 combination struggled on the predominantly steep demanding hazards as the machine simply did not have enough strong power. John Reynolds was in trouble as he struggled with severe back pain. At one point he was in so much pain he nearly retired before some strong pain killers got him going again. RESULTS: 1: Malcolm Rathmell (Montesa) 23; 2: Martin Lampkin (SWM) 28; 3: Chris Sutton (Montesa) 32; 4: Nigel Birkett (Montesa) 38; 5: John Reynolds (Beamish Suzuki) 40; 6: Peter Cartwright (Bultaco) 42; 7: Chris Clarke (Montesa) 43; 8: Tony Calvert (Ossa) 43; 9: Nick Jefferies (Montesa) 46; 10: Chris Griffin (Fantic) 47.

Mike Skinner (Montesa): Another rider to receive support from Jim Sandiford, the official Montesa UK importer.

Winter 2020 • Classic Trial Magazine

1980 ACU British Trials Championships • Classic Competition

ROUND 10: WELSH TROPHY TRIAL

Dave Thorpe (Bultaco): After the move from the CCM project back to the Bultaco, Dave was back in the championship points raising the occasional smile.

Norman Shepherd (Ossa): Standing out from the crowd with the yellow Ossa was the younger of the two Shepherd brothers, Norman.

Very much taking the bull by the horns, Martin Lampkin set off on a mission at the Welsh Trophy. In a relatively low-scoring event, Malcolm Rathmell tried all he knew to defend his title but Lampkin, riding very much his own trial, was having none of it. Lampkin was greeted by a very happy SWM importer Jock Wilson at the finish of the trial as the winner and the new British Trials Champion. It was the first win for an Italian motorcycle manufacturer after the Championship had been dominated by the Spanish since 1965, and the last for the eldest of the three famous Lampkin brothers. Despite missing the last two rounds, Rob Shepherd (Honda) managed to hold on to third place in the Championship just in front of Nigel Birkett (Montesa). With 21 points-scorers over the ten rounds, the Championship had once again been a huge success. It received a good number of entries with intense competition right down the order at all the events. RESULTS: 1: Martin Lampkin (SWM) 11; 2: Malcolm Rathmell (Montesa) 15; 3: Mick Andrews (Majesty Yamaha) 17; 4: Nigel Birkett (Montesa) 19; 5: Chris Clarke (Montesa) 23; 6: John Reynolds (Beamish Suzuki) 23; 7: Peter Cartwright (Bultaco) 25; 8: Mike Skinner (Montesa) 30; 9: Chris Sutton (Montesa) 31; 10: Chris Griffin (Fantic) 37.

1980 ACU BRITISH TRIALS CHAMPIONSHIP

Chris Griffin (Fantic): Getting his career back on track, ‘Griffo’ became the first rider to score BTC points for the Italian manufacturer Fantic.

Classic Trial Magazine • Winter 2020

Glen Scholey (Bultaco): Rounding off the championship points with a solitary hard-earned point was the reward for this young Yorkshire rider.

RESULTS: 1: Martin Lampkin (Bultaco/SWM) 113; 2: Malcolm Rathmell (Montesa) 106; 3: Rob Shepherd (Honda) 78; 4: Nigel Birkett (Montesa) 72; 5: John Reynolds (Beamish Suzuki) 57; 6: Chris Sutton (Montesa) 38 7: Peter Cartwright (Bultaco) 34; 8: Mick Andrews (Majesty Yamaha) 31; 9: Chris Clarke (Montesa) 30; 10: Mike Skinner (Montesa) 23; 11: Tony Calvert (Ossa) 20; 12: Chris Myers (Bultaco) 11; 13: Dave Thorpe (Bultaco) 9; 14: Alan Wright (Bultaco) 8; 15: Kiyoteru Hattori (HondaJPN) 6; 16: Steve Wilson (SWM) 5; 17: Bernie Schreiber (Bultaco-USA) 5; 18: Norman Shepherd (Ossa) 5; 19: Nick Jefferies (Montesa) 3; 20: Chris Griffin (Fantic) 3;21: Glen Scholey (Bultaco) 1. WINS: Martin Lampkin 4; Nigel Birkett: 2; Malcolm Rathmell 2; John Reynolds 1; Rob Shepherd 1. MACHINES: Bultaco: 7; Montesa: 6; Honda: 2; Ossa: 2; SWM: 2; Beamish Suzuki: 1; Fantic: 1; Majesty Yamaha: 1.

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1980 British Experts • Classic Competition

BRITISH EXPERTS

VIVA MONTESA Malcolm Rathmell (Montesa)

Jim Sandiford was a very proud sponsor at the prestigious British Experts trial. He had two winners with Malcolm Rathmell in the solos, and the pairing of Adrian Clarke and Mick Bailey in the sidecars. For Rathmell, it was his third win in the previous 11 years – he had last won in 1970 and 1972, and for Clarke and Bailey, it was their fourth consecutive victory. Having won the Scott Trial but lost the ACU British Championship title, Malcolm Rathmell wanted to finish the year with some strong results and the British Experts was high on the agenda. In an injury-interrupted season, we see him in action here at the Greensmith Trial on his return to full fitness. Based around the Welsh town of Knighton, the organising Birmingham Motor Cycle Club had plotted 50 sections for the solo riders and 40 for the sidecars in its single road-based event. The sidecar entry would travel with its own complement of observers to record the scores. On an overcast, cold day, the entry had a lenient time limit of six hours to complete the course, which kept the entry moving. Words: Yoomee – Mike Rapley • Pictures: Alan Vines

John Reynolds (Beamish Suzuki)

SOLO

Martin Lampkin (SWM)

Classic Trial Magazine • Winter 2020

Of the 19 solo entries, Rathmell was balloted with riding number six and the eventual runner-up, Reynolds, number 17. He started confidently, and it was soon evident that the fight for the ‘Experts’ crown would be between Rathmell, John Reynolds and Martin Lampkin. After a duelling day where Rathmell was headed only twice, the fight for the win was played out in the closing stages. With four groups of sections remaining Lampkin stopped twice, leaving the battle for the win between Rathmell and Reynolds. It was in the last-but-one of the two groups remaining where Reynolds lost the

Classic Competition • 1980 British Experts

Nigel Birkett (Montesa)

Rob Shepherd (Honda)

trial as he was leading by a single mark. Four sections from home Reynolds stopped, and with it lost the win as Rathmell lost just one. One name you see missing from the results is Rob Shepherd. In the same week his main sponsor Honda UK announced they were pulling out of trials, Shepherd crashed out of the British Experts, hurting his knee and badly cutting his hand. It was to be the last time spectators would see and hear the definitive sound of the red four-stroke machine in action. It was the end of an era.

Colin Dommett &Eric Chamberlain (Bultaco)

SOLO: 1: Malcolm Rathmell (Montesa) 41; 2: John Reynolds (Beamish Suzuki) 47; 3: Martin Lampkin (SWM) 49; 4: Nigel Birkett (Montesa) 78; 5: Chris Sutton (Montesa) 83; 6: Steve Moore (Bultaco) 89; 7: Peter Cartwright (Bultaco) 89; 8: Nick Jefferies (Montesa) 92; 9: Mike Skinner (Montesa) 95; 10: Mike Leddy (Beamish Suzuki) 97; 11: Chris Griffin (Fantic) 100; 12: Steve Wilson (SWM) 100; 13: Norman Shepherd (Ossa) 102; 14: Dave Clinkard (Beamish Suzuki) 109; 15: Chris Clarke (Montesa) 119.

Adrian Clarke & Mike Bailey (Montesa)

SIDECAR

John Gaskell & Harry Wood (Bemish Suzuki)

The shock in the sidecar class was the entry of the previous year’s winners Adrian Clarke and Mick Bailey (Montesa). They were now both concentrating on enjoying riding solo machines and entered the Experts on a borrowed Montesa outfit. After an enjoyable day’s action, they were more than happy to have beaten the new ACU British Sidecar Champions Colin Dommet and Eric Chamberlain and their old rivals John Gaskell and Harry Wood. The 1979 ACU British Champions and Expert winners, Clarke and Bailey, knew they would have a challenge on their hands if they were to retain the Experts title. In the closing stages of the event, the fight for the victory was very similar to the solos. As Gaskell held a slender onemark advantage over Clarke, he went to pieces and added a further 20 marks dropping him into a tie-break decider with his constant rival Colin Dommett. With the majority of the sidecars losing marks on time, it was Gaskell who finished second, having recorded more cleans. SIDECAR: 1: Adrian Clarke/Mick Bailey (Montesa) 50; 2: John Gaskell/Harry Wood (Suzuki) 62; 3: Colin Dommett/Eric Chamberlain (Bultaco) 62; 4: Mick Wilkinson/Kevin Lockwood (Ossa) 63; 5: Malcolm Ellis/Frank Griffiths (Montesa) 74; 6: Brice Melville/Chris Lambe (Suzuki) 81; 7: Joe and Paul Howells (Suzuki) 84; 8: Bill and Kath Sherras (Suzuki) 90; 9: Dick Ramplee/Alan Bungay (Suzuki) 106; 10: Roger Martin/John Cartmel (Ossa) 113.

Winter 2020 • Classic Trial Magazine

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1980 Perce Simon • Classic Competition

PERCE SIMON

REYNOLDS’ REWARD

John Reynolds (Beamish Suzuki)

In an event that would go all the way to the finish with the results decided on the most cleans, it was a just reward for John Reynolds and the Beamish Suzuki who took the win from Chris Sutton on the Montesa. First held in 1936, the Perce Simon Trophy Trial, organised by the Ringwood Motor Cycle and Light Car Club, was run around the New Forest area. It is one of the largest remaining tracts of unenclosed pasture land, heathland and forest in Southern England, covering southwest Hampshire and southeast Wiltshire. It has a long sporting history and was traditionally held the day after its neighbouring event the Hoad Trophy Trial. Its many deep mud holes and steep sandy and chalkstone climbs gave it a good change from the many rocks and rivers found in so many other trials in the north of the country. Words: Yoomee • Pictures: Alan Vines

Chris Griffin (Fantic)

1980 PERCE SIMON TRIAL

Chris Sutton (Montesa)

Classic Trial Magazine • Winter 2020

It was very much a north versus south battle that would emerge amongst the 80 solos entered in this early November event. Having already won the previous day’s Hoad Trophy Trial and wanting to make it a winning weekend, it was Chris Sutton who was the man on form. Little did he know it would be the good-old tie-break decider of the most cleans that would deny him the opportunity to take a double bonus from his sponsor Jim Sandiford, the Montesa UK importer. An early number was always considered a bonus, and it was John Metcalfe who would carry the coveted number-one riding bib on the Hiro-engined Miller 350 trials machine. Carrying riding bib number two would be Malcolm Rathmell (Montesa) with Chris Sutton having number five and John ‘JR’ Reynolds close behind with riding number 14. Riding very much at the front of the entry for most of the event, Rathmell did his own thing and just got on with the action; maybe it was the long drive home

Classic Competition • 1980 Perce Simon

Geoff Chandler (Bultaco)

that was on his mind. Using his vast experience, he had put himself in the lead of the event as the entry approached the final group of hazards at the infamous Butser Lime Works. Its steep chalk and lime-covered climbs were in a very challenging mood, and soon it was Rathmell who would bear the brunt of the slippery conditions. With a total of 28 marks lost in the final ten hazards, he knew that the victory would be difficult to take. ‘JR’ on the Beamish Suzuki went through for 24, which left him on the tie-break situation with Chris Sutton that he would win with 25 cleans to his rival’s 21. As the most cleans rule would also decide the third place, it was Rathmell who lost out. Making his debut ride on the 200 Fantic was Midlands-based rider Alan Wright who took a solid fourth place, just pushed down the order by another ‘Micro’ machine magician Nigel Birkett on the Montesa Cota 200. Chris Griffin had also moved to the Fantic 200, and he took sixth position in front of a ‘Southern’ mud specialist Geoff Chandler on the Bultaco supported by the Windsor Competition Shop.

John Lampkin (SWM)

Peter Cartwright (Bultaco)

In a totally different form, the event still survives today in the modern world of motorcycle trials. In 2019, the 77th running of the Perce Simon Trophy Trial saw Paul Anstey complete a hat-trick of wins to move up to seventh in the all-time winners’ list at Hamer Warren, near Ringwood, in Hampshire. The prestigious Perce Simon Trophy is now awarded for the best performance by a Pre-65 rider and in 2016 and 2017 winner Paul Anstey brought his immaculate James out of retirement to record his third win against a small but strong Pre-65 entry. RESULTS: 1: John Reynolds (Beamish Suzuki) 45 (25 Cleans); 2: Chris Sutton (Montesa) 45 (21 Cleans); 3: Alan Wright (Fantic) 48; 4: Nigel Birkett (Montesa) 48; 5: Malcolm Rathmell (Montesa) 48; 6:Chris Griffin (Fantic) 57; 7: Geoff Chandler (Bultaco) 62; 8: Peter Cartwright (Bultaco) 65; 9: Dave Clinkard (Beamish Suzuki) 67; 10: Colin Boniface (Bultaco) 67; 11: John Lampkin (SWM) 70; 12: Ray Haslam (Bultaco) 71; 13: Peter Oakley (Fantic) 73; 14: Chris Clarke (Montesa) 75; 15: Martin Strang (Bultaco) 76.

Dave Clinkard (Beamish Suzuki)

John Metcalfe (Miller)

Winter 2020 • Classic Trial Magazine

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Micro Machine • Montesa Cota 200

MONTESA COTA 200

BUTTERFLY BIRKETT

‘Hit them hard and sting them like a bee’ — yes, the words of Muhammad Ali, who was one of the greatest boxers ever to walk this planet. But what has Ali got to do with motorcycle trials, you may ask? Motorcycle trials riders sometimes go through an off-patch, with both form and results, as do many competitors in sport. Sometimes it’s maybe the machine they are riding that does not suit them or a multitude of other reasons, but in the summer of 1980, the results just did not happen for Nigel Birkett. Neither he nor his sponsor — the Montesa UK importer, Jim Sandiford — were happy with his form. Montesa in Spain was about to launch the new white Cota 200 model, and Jim suggested Nigel should compete on it. He took to it like a duck to water. Before long, ‘Butterfly Birkett’ was echoing the words that Ali had used as he rocked the established UK trials stars with some stunning results on the micro machine. Words: John Hulme and Nigel Birkett • Pictures: Alan Vines, Eric Kitchen, TMX Barry Robinson, Yamaha, Sandiford Family, Yoomee Archive, Montesa, Honda, Mauri/Fontsere Collection and the Giulio Mauri Copyright and Brian Holder

ith a reputation for the most delicate of throttle control, it was quite ironic that Nigel would find himself holding the handlebars of the newly released Montesa Cota 200 in the last quarter of the 1980 trials season. In a distinguished career to date, Birkett had started out on a ‘Micro’ machine — a home-built 128 Suzuki. For the record, at 17 years old in his first Scottish Six Days Trial in 1971, he has started and finished in every one since! An apprenticeship at Eddie Crooks Motorcycles served him well as he progressed in the trials world on a private Ossa before a spell in the Kawasaki trials team on the dreadful KT 250 model. A move to the Suzuki trials team was the break he had been waiting for. He became heavily involved with the trials machine development with a threeyear deal which finished in 1977 after some fantastic results. He moved to Montesa in 1978 which brings us nicely to the new Montesa Cota 200 in August 1980. 28

MINI COTA

Spanish motorcycle manufacturer, Montesa, was first when it came to making the sport more appealing to the younger rider and the schoolboy market. They had first produced the Cota 25, which they launched in the UK at the Scottish Six Days Trial in 1971. The appeal was that it was a mini replica of the first Montesa trials model the Cota 247. Now ‘father and son’ could both ride machines that were similar in appearance, making the sport more appealing to the whole family. The idea was to get the schoolboy rider on a Montesa as his first motorcycle in the hope it would always be a Montesa in the future – once on a Montesa, Montesa for life! In summer 1971, Gordon Farley would attend the very first official schoolboy trial in Spain. Over 40 riders, all riding the new Cota 25, were split into two age groups: 6–9, and 10–12. Filmed by a television crew, the seed had been planted for further Montesa Cota models to suit the younger end of the trials market. As the Montesa success story continued, the manufacturer hit Winter 2020 • Classic Trial Magazine

Montesa Cota 200 • Micro Machine

It’s the 1971 SSDT, and Arthur Browning wheelies the new Montesa Cota 25 on its official UK debut. This is the new Montesa Cota 25.

Just look at the concentration on the face of the rider at the very first official schoolboy trial in Spain. Over 40 riders were split into two groups: 6–9 and 10–12 year-olds, all riding the new Cota 25.

machine against its larger-capacity rivals from Bultaco and Ossa. Based on its early success, it became a new attraction with the buying public as it also attracted the older rider with its lightweight and excellent performance.

A SUCCESS STORY

worldwide record sales of 27,000 units at the close of 1972. The Cota model range started to expand during 1972 as a new model, the Cota 123, was presented at the Three-Day Santigosa Trial in Spain as a younger brother to support the Cota 247 and as an addition to the Cota 25. Under the eyes of the motorcycle press, and to the watching world, it was won by Pedro Pi despite the handicap of the small-capacity 123

A mini replica of the first Montesa trials model, the Cota 25 with the Cota 247 which would embrace the ‘Father and Son’ spirit. They could now both ride machines similar in appearance, making the sport more appealing to the whole family.

Classic Trial Magazine • Winter 2020

Assigned the model number 28M between the years 1972 and 1978, 8,850 of the Cota 123 models were produced. Off the back of the success of the smaller wheeled Cota 123 in 1974, we would also see another new Cota introduced at the prestigious Paris Motor Show in France, in readiness for full-scale production in January 1975. Expanding the Montesa range once again, the Cota 172 model number would be 19M. It was very similar to the Cota 123 but came with fullsize 21” and 18” trials wheels to complement the larger 157.5cc engine capacity, and once again replicated the Cota range with its red fuel tank unit. During its lifespan between 1975 and 1978, 1,990 were produced. As a motorcycle manufacturer, Montesa could do no wrong with its road,

Nigel Birkett had started out on a ‘Micro’ machine in his trials career, a home-built 128 Suzuki, in his first Scottish Six Days Trial in 1971 at 17 years old.

Micro Machine • Montesa Cota 200 As the Cota model range started to expand during 1972 a new model, the Cota 123 was presented at the Three-Day Santigosa Trial in Spain

In late 1974 we would see another new Cota introduced at the prestigious Paris Motor Show in France, the Cota 172 model number: 19M.

Looking physically big in this brochure picture is the 1980 Montesa Cota 349.

A move for Nigel Birkett to the Suzuki trials team was the break he had been waiting for, with a three-year deal which finished in 1977.

motocross, enduro and trials range of models. The Montesa trials model range included the Cota 25, 49, 123, 172, 247 and 348; a machine for riders of all ages and abilities. The model that was dominating the trials sales was the Cota 348. When it arrived in April 1976 the official UK importer, Jim Sandiford sold almost 500 in a matter of months. The total production figure for the Cota 348, model number 5M, produced between 1976 and 1979 was 15,700! Never one to take their eye off the trials market, and despite the huge global success of the Cota 348, in early 1980, Montesa started to work on new models of the Cota 123 and Cota 200. In the UK, Jim Sandiford supported the news as he started to see the emergence of the soon-to-be ACU Youth British Championship taking shape. He realised the potential of the attraction of the smaller-engined machines to this emerging market. Once again, reiterating the ‘father and son’ relationship and the promotional words ‘once on a Montesa, a Montesa rider for life.’ Sandiford most certainly knew how to sell!

Nigel on the Montesa Cota 349 in the 1980 Allen Jefferies Trial.

1980, it was an all-out assault from Montesa on the FIM World Trials Championship it was so desperate to win. In a truly international team, it had a three-time winner from 1976–1978, Yrjo Vesterinen (FIN), Ulf Karlsson (SWE), Malcolm Rathmell (GBR) and Marland Whaley (USA) all riding hand-built, one-off machines. Jim Sandiford was supporting Nigel Birkett with some additional help direct from the manufacturer in Spain. Nigel was contracted to ride the new Cota 349 which, he admitted, he did not like. A drop in his form off the back of a few machine problems would see him

inherit the Marland Whaley machine when the American had to return home mid-season. The move to this Works machine did not really improve his riding and, in July 1980, he and Jim Sandiford had a meeting to determine his future on a Montesa. Jim had been out to the European launch of the new white-model Montesa Cota 123, 200 and 248 in Spain. He proposed to Nigel that he would ride the Cota 200, starting with the national Clayton Trophy Trial in late August. A new white Montesa Cota 200 was promptly assembled from the first batch in the workshops of the importer, and ridden by Jim Sandiford in a local trial before he handed it over to Nigel Birkett. At the same time, the Sandiford Montesa emporium also prepared a machine for a fast-emerging local

TIME FOR A CHANGE

This is where Lake District-based Nigel Birkett comes into the micro machine story. He had moved to Montesa in 1978 on the Cota 348; a machine he liked. As 1978 rolled over into 1979, Montesa was developing the new Cota 349. In 30

Montesa UK sales manager Mike Wood with the 1980 range of Montesa Cota trials models.

With Nigel Birkett moving to the Montesa Cota 200, Youth A class rider Mark Jackson also joined the Jim Sandiford team in September 1980.

Winter 2020 • Classic Trial Magazine

Micro Machine • Montesa Cota 200

At the Red Rose ACU British Championship round Birkett took the win in Jim Sandiford’s back yard; yes, he was a very happy man that night. Montesa UK mechanic Bill Brandwood prepares to work on the Nigel Birkett Montesa Cota 200.

In this picture you can see how physically small the Cota 200 was.

talent, Jeremy Cragg. He would ride the new white Montesa Cota 123. The first outing for the new Montesa Cota 200 with Birkett on board was at the national Clayton Trophy Trial, where he finished an inspiring eighth in a low-scoring event on what was basically a standard machine.

IT’S QUITE GOOD

Proving that the championship win was no fluke, Birkett won again on the rocks and climbs at the Travers Trial.

Yes, ‘it’s quite good’ was the initial thoughts of Birkett as he took the machine back for the first time to his workshop at Broughton in Furness. He spent the next few days fine-tuning and testing the 200 before its next outing at the Bemrose Trial. A fifth place was followed by an eighth, at the White Rose Trial. He had replaced the standard carburettor with a ‘Monoblock’ Amal. He also made some changes to the ignition and the cylinder porting amongst other changes subsequently finishing third in the Tadley Traders Cup on the steep climbs and mud found in the area of the event. Late in the event, he had a gear selection problem. It was traced to a small ‘dint’ in the aluminium clutch-side outer casing. They were so thin to reduce the overall weight of the machine. He decided to lengthen the swinging arm to improve the handling further and, to the visible eye, no one could see the change.

Holding the line at the Greensmith National on his way to third position.

Winter 2020 • Classic Trial Magazine

Montesa Cota 200 • Micro Machine It’s feet-down time at the Greensmith to keep the micro Montesa on the move.

Nigel tries to maintain forward motion in the deep sand at the Perce Simon national.

The next outing was the ACU British Championship round held just outside Rochdale, the Red Rose Trial. Well known as a tough, rocky event he shocked the trials world with a two-mark victory over Malcolm Rathmell (350 Montesa) and Rob Shepherd on the very powerful 360 four-stroke Honda — all in Jim Sandiford’s back yard. Yes, he was a very happy man that night. As the phone started to ring at the Montesa UK importers in Bury, from dealers who were keen to learn about this new 200 Montesa, Birkett went out and won again at the Travers British Championship round! Taking in all the major events, including the famous Scott time and observation trial where he finished fourth overall, he was never out of the top five until he finished seventh in the deep mud at the national Perce Simon Trial. He did, however, finished fourth overall in the British Championship. With a fourth-place finish at the British Experts and a second at the national Peak Trial, he rounded off the year with a win at the Northern Experts in front of Malcolm Rathmell.

A MAN IN DEMAND

Yes, they were the headlines in the press after a dramatic turnaround in the second half of the season: Birkett became a man in demand. Montesa, Fantic and Italjet all wanted his signature. Despite the excellent results on the Montesa Cota 200 and the offer of a very good contract from Jim Sandiford, Nigel returned the machine to the UK importers and signed for Fantic. A new rider and ex-ACU Youth British Trials Champion, Howard Jackman, took over the Montesa Cota 200 in the British Championship but he never matched the results of Birkett, who was now on the Fantic 200. Produced from 1980–1981, the Montesa Cota 200, having the model number 29M, never achieved either the sales success or the popularity from when Nigel Birkett was on board as the Italians invaded the micro trials market with the Fantic 200. Montesa was heading into some difficult times, but the engine from the Cota 200 would form the basis of a new Montesa Cota 242 model. As the new mono-shock Yamaha arrived in 1983, ironically in the hands of Birkett, it virtually made all the twin-shock machines redundant overnight, including the Cota range. The remaining stock of the Cota 123 and 200 models were re-badged as Montesa-Honda machines as the Japanese manufacturer became involved with the Spanish manufacturer and sold at a discounted price. As Jim Sandiford was both a Montesa and Honda retailer, he sold the majority of the machines in the UK, allowing the first-time trials rider to purchase a competitive machine at a very affordable price. Nigel Birkett: “It’s hard to believe this story relates back 40 years! In my own words, I had a difficult season on the Montesa Cota 349 in 1980. In my own opinion, it was physically too long, big and bulky, with the power delivery aimed at the huge steps that were finding their way into the world championship events. I have always been one for a challenge, and in truth, the opportunity to ride the Montesa Cota 200 was one I relished. “After spending so many years riding bigger-capacity trials machines, such as the 325 Suzuki, the Montesa Cota 348 and 349, the 200 (173.7cc Classic Trial Magazine • Winter 2020

On his way to fourth position at the British Experts trial. A winning ride at the Northern Experts was the icing on the cake; it was Nigel Birkett’s last ride on the Cota 200.

Ex-ACU Youth British Trials Champion Howard Jackman took over the Montesa Cota 200 in the British Championship in 1981.

Micro Machine • Montesa Cota 200

The engine from the Cota 200 would form the basis of the new Montesa Cota 242 model.

A fast-emerging local talent to the Jim Sandiford headquarters was Jeremy Cragg who would ride the new white Montesa Cota 123 in 1981.

actual capacity), was a breath of fresh air. It was so nimble and light, and I soon decided that I could make a good production machine even better. I played around with the ignition and made some minor changes, but the biggest stepping stone was the move from the Spanish carburettor to the Amal ‘Mono-block’ one. To make it more stable, I also lengthened the swinging arm, which worked a treat. The front suspension was the same as the Cota 248 at Ǿ 35mm, which gave the front a nice comfortable, strong feel. The power delivery was very smooth and torquey, and it would two-stroke and carburate very well even when ‘pulling’ very hard. Yes, in the deep mud and steep climbs found in the south of the country, such as at the Perce Simon, you did lose out to the bigger engine machines. It was easy to ride and that was its main attribute. The experience was carried into the mono-shock Yamaha when I went to Japan to test the pre-production models in 1983. As history records, at the end of 1980, I moved to the Italian Fantic. I returned the Montesa to Jim Sandiford in December 1980, and we shook hands and reflected on what a good time we both had with the Montesa Cota 200; Jim sold the machines, and I enjoyed riding them.”

MONTESA COTA 200, 1980 SPECIFICATIONS

Birkett became a man in demand at the end of 1980 and signed a contract to ride the new Fantic 200 in 1981.

ENGINE: Single Cylinder, Air Cooled; Bore and Stroke: 64mm x 54mm; Ignition: Magneto, Alternator Flywheel; Gearbox: Six Forward Gears; Clutch: Multiple Steel Rotor in Oil; Starting: Primary In-Gear Starting. CHASSIS FRAME: Lightweight Tubular Steel, Twin Down-Tubes, Engine Cradle Type; Suspension: Front: Telescopic Ǿ 35mm with 180mm of Travel; Rear: Oil Filled Double Acting Adjustable; Wheels: Aluminium Front 2.75 x 21; Rear: 4.00 x 18; Tyres: Pirelli CR Type; Brakes: Drum Type 110mm Front and Rear. DIMENSIONS: Fuel Tank: 4.9 Litres; Overall Length: 2,000mm; Seat Height: 780mm; Ground Clearance: 300mm; Wheelbase: 1,300mm; Weight: 86kg. PRICE: £1,150 including VAT.

It was easy to ride, that was the main attribute of the Montesa Cota 200. That experience was carried into the mono-shock Yamaha when Nigel Birkett went to Japan to test the pre-production models in 1983.

In 1984 the remaining stock of the Cota 123 and 200 models was re-badged as Montesa-Honda machines as the Japanese manufacturer became involved with the Spanish at Montesa.

Winter 2020 • Classic Trial Magazine

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Rebuild • Armstrong

CMT 320 MKIII

MANY CAREFUL OWNERS

The story of this particular Armstrong began with a ‘trade on’ in 2002. A Southampton Motorcycle dealer, the late Bill Natt was a motorcycle fanatic, but he lost a leg in an industrial injury which ended his riding days. Bill still dealt in road-going motorcycles but knew little about trials. He took this Armstrong in part-exchange and called his local trials rider friend, Brian Page, to ask if he wanted it – £120, cash. The machine was dropped off to add to Brian’s small collection, and both Brian and 18-year-old son, James, rode the machine in club trials to see how it went. It wasn’t their number-one machine but to encourage James’ friends to become involved in the sport, Brian loaned it out. Several of the friends wanted to buy the Armstrong to ride, and Brian was happy to let them have it with the proviso he could buy it back for the price he sold it to them if they no longer wanted it. Article: Andy Withers • Pictures: Andy Withers Yoomee Archive

Winter 2020 • Classic Trial Magazine

Armstrong • Rebuild

he first new owner took it home for £200, but his parents were horrified, so he kept it at Brian’s and rode it for a year before he sold it back for £200. The next owner, for £250, rode it for two years and then sold it back to Brian after losing interest and leaving it in the garden for a year or two. It went out again for £250 for five trials, and again Brian repurchased it. The next sale was to Brian’s brother-in-law who watched a trial and thought he could do that. For £300, Brian offered him the Armstrong. He rode the Armstrong in a straight line through the woods at a trial the first time, and he came back with sweat running down his face an hour later, having not found sufficient space to turn the machine around to ride back! The trauma meant he didn’t ride again, but his son rode it until it stopped and was left in his garden to rot. The forks and chain were rusted. The motorcycle was in a real state, but the price still went up. Brian again became its owner for £350 intending to rebuild it.

Paul purchased the machine for £600, and was committed to restoring it.

FOR SALE

With too many projects, a couple of years later, it still hadn’t been rebuilt. As it was in an unknown state and Brian didn’t consider it good enough to offer it to the local trials fraternity he thought a quick sale on eBay would be the answer. There were several responses, but, worryingly, Brian recognised the voice of one local person who enquired on the phone. By chance, it was Paul Denholm, who Brian had helped to start in trials when he was 12 years old by selling him a second-hand pair of boots. ‘Don’t buy it’ was the message, but Paul wanted to buy it in secret for his dad, John, who had always wanted a CCM/Armstrong trials model. John really wanted a four-stroke CCM, but that was way out of Paul’s price range as they’re rare and a recent sale went through for over £10,000. So, despite Brian’s message, Paul bought the machine for £600 and was committed to restoring it. Once more, the price had increased although the condition had deteriorated considerably over the 12 years of many owners.

It was in a sorry state from years of neglect, including being left out in the weather.

A SORRY STATE

This Armstrong looked in a sorry state. With seized front forks and a string of issues from years of neglect, including being left out in the weather, but it was a rare machine – only one of 200 manufactured. It was a CMT 320 Mk 3 machine first manufactured in May 1983, when CCM/ Armstrong were at the top of their game with Steve Saunders winning British Championships. This model was introduced as the Armstrong, and it included the unusual stiffer square section tubes in the frame, an improved Hiro engine and exhaust compared to the Mk 2. It also had updated front forks and repositioned footrests for the MK 3. Paul set about restoring the machine in secret, with a mixture of new parts and some surprising remaining original parts from it. Unlike in the late 1980s, spares can now be found or located through several sources, including www.armstrong.co.uk. In addition to his own restoration work, Paul employed the services of some specialist companies when he needed additional help. Classic Trial Magazine • Winter 2020

Where do you start?

Rebuild • Armstrong

FRAME AND FORKS

The unusual frame and the swinging arm were completely stripped and blasted. After several welding repairs to small holes and fixing other battle scars, it was re-powder-coated in the original trademark white by Trestans Finishers Ltd in Woolston, Southampton. The front forks were the main known problem as they needed to be re-chromed by a specialist. Andy Morgan, at Pittedforks, took on the job of re-chroming, then Paul rebuilt them himself with fresh oil and new seals. Despite initial concerns, they worked like new. The rear shocks were not initially replaced as Paul ran out of time to complete the rebuild before John’s birthday. John decided at first to repair the old shocks and paint them, so all was as original as possible. However, the originals turned out to be too soft so new Betor rear shock absorbers, purchased from Villiers Services.

WHEELS AND CYCLE PARTS

The wheel rims were just given a clean and polish up as the gold anodising was in pretty good condition, but they did need to be re-spoked. It was Paul’s first re-spoking job, and after taking careful measurements and offsets from both wheels, the spoke sets were ordered through InMotion trials. After the spokes arrived, worryingly they appeared to be a different size to the ones that were fitted. A phone call to Dave Renham at InMotion followed; he assured Paul that they were the correct spokes – stainless spoke set. With his instructions, Paul managed to lace them up properly, and they came out pretty well. A new front mudguard also came from InMotion. A new-pattern rear mudguard was purchased from Armstrong’s, where they are exclusively supplied. The rear brake shoes were changed and fitted whilst the front brake also had new shoes. New cable and a set of universal levers were fitted as the old ones were broken.

SEAT AND TANK

This seat and fuel tank were more challenging. Armstrong’s, John Halfpenny said to Paul that they were a couple of very few parts that he could not get hold of. The original seat is a foam injection moulded type. Paul looked at various ways to repair it, but none of them really looked very good. In the end, the original damaged seat was taken to Glenn at Glenn Moger Motorcycle Seats in Eastleighl; he made a new cover to fit over the original seat to smarten it up. The original fuel tank was flushed out and painted – matched to the original colour – with new decals readily available from Armstrong’s. New gold Anodised Renthal bars matching the originals were purchased as the old anodising had faded.

The clutch was seized and needed to be freed up before new clutch plates were fitted.

It was re-powder-coated in the original trademark white.

In good mechanical condition the engine was left and not rebuilt. It was cleaned up, primed and painted

ENGINE AND GEARBOX

Yes, the engine was a bit of a surprise and testament to Sammy Miller’s effective design. Brian assured Paul that it ran sweet and shouldn’t need a lot of work doing to it, despite the machine’s history. The cylinder head was removed, and the bore and piston inspected; they were in good condition. The engine was left and not rebuilt. It was cleaned up, primed and painted. With only the basic service of a new spark plug, oil filter etc., it ran sweetly. The gearbox was topped up and ready to go. The clutch was

Despite the concerns the front forks worked like new.

seized and needed to be freed up before new clutch plates were fitted. New chain and sprockets were used, with a chain tensioner provided by Armstrong. The carburettor was intact, and it was removed and cleaned with an ultrasonic cleaner and reassembled with some new jets whilst using the original slide and needle. The machine uses the original electronic ignition.

The original electronic ignition still worked well.

Winter 2020 • Classic Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 14 x FIM X-Trial World Champion (Indoor) 14 x FIM Trial World Champion (Outdoor)

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Rebuild • Armstrong

The original MK 1.

John Lampkin scored his first FIM World Championship points on the MK 2 in 1982.

On the MK 3 Armstrong, Steve Saunders won the last ACU British Trials Championship on an English manufactured machine.

John and Paul have both enjoyed riding the restored machine.

The exhaust had several welding repairs as it had numerous holes, and then it was ceramic coated. However, when the ‘specialist’ returned it, the exhaust has a texture resembling sandpaper. While it was one failure when using ‘specialist’ help, Paul ground the paint back and used high-temperature black paint to produce a workable finish.

ON TRIAL

John Denholm received his CCM/Armstrong birthday present in 2015 A largely restored machine with one or two minor modifications and niggles that needed to be completed before riding.

Along with John’s other projects, and Paul working away from home, meant the Armstrong didn’t take to the trials sections until 2020. Lockdown provided the ideal opportunity to complete the project, and John’s modifications included upgrading the rear shock absorbers, re-routing the rear brake mechanism and lining the petrol tank to stave off the threat of modern fuels. John’s philosophy is to craft his machines to a good, rideable standard but not with a concours finish. However, the CCM Armstrong does turn heads wherever he rides as a striking, unusual machine, one of only 200 MK 3 Armstrongs manufactured complete with the Hiro engine. John and Paul have both collected cleans and fives while testing out their new machine. Despite the chequered history of this machine the engine, gearbox and ignition are all entirely original, and the bulk of the machine has parts from its original manufacture. After ignoring the ‘don’t buy it’ message, Paul Denholm’s determination to restore this machine has produced a machine that is now a ‘Pride and Joy’ celebrating the fruits of the Miller/Clews partnership.

CCM ARMSTRONG

Making a motorcycle enthusiast a very happy chap!

The CCM Armstrong Trials models were born from a highly-skilled partnership, the legendary Sammy Miller and CCM supremo, Alan Clews. Sammy had invested considerable time and knowhow to produce the Hiro ‘Sammy Miller’ engine in partnership with the Italian

businessman Andrea Misconi, who owned the Hiro name. He intended to mass-produce his own machine, the Miller 350, but the significant outlay needed for the first production run of 100 machines proved too much of a risky investment in an overcrowded marketplace. The single-cylinder air-cooled Hiro engine was straightforward to maintain because of the simplicity of its design, but it initially had little application. You can read the full story of the Miller 350 in Issue 33 of Classic Trial Magazine. Alan Clews had begun talking to his friend Sammy about a possible partnership to make a CCM trials machine in 1979. So, when the opportunity came to use the Hiro ‘Sammy Miller’ motor, Clews jumped at the idea of producing a CCM Armstrong machine. The result was a run of approximately 850 trials machines for six years between 1981 and 1987. The machines gained early success through John Lampkin finishing ninth in the 1982 FIM World Championships and then two British championships with Steve Saunders in 1983 and 1984. However, despite this success and the general view that this was one of the best twin-shock trials machines, the engine maker Hiro went bust in 1984 and spares for the machines were very hard to come by. Many were just ridden until they stopped or traded on with little use and value with others just lost over time. Remember, when restoring machines or carrying out rebuild projects, please support the advertisers who support this magazine. Winter 2020 • Classic Trial Magazine

VILLIERS SERVICES Every single part for every post-war Villiers motorcycle engine in stock. Hundreds of rare Greeves roadster, trials, scrambles and road race parts remanufactured. We also have the whole Terry Silvester ex-Greeves factory spares stock. Our in-house services now include: • VILLIERS CRANK BUILDING While-you-wait/same-day service REBORES FOR ANY ENGINE Any size While-you-wait/same-day service • FLYWHEEL REMAGNETISING For 2/4 or 6 pole flywheel, even non-Villiers While-you-wait/same-day service • FULL ENGINE REBUILDS Including trials ands crambles preparation / tuning

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We are proud to announce that we are sole distributors for the Electrix world Villiers electronic ignitions. Visit our online store: www.villiersservices.co.uk for many of our Villiers parts and a wide range of trials related consumables.

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3 Merry Hill, Quarry Bank, Brierley Hill, West Midlands DY5 ISD

Finale • 1970 Sammy Miller (Bultaco).

THE WILL TO WIN SCOTT TRIAL

“Are you ready?” were the words from my father, Ron, that echoed up to my bedroom at 5.00am on Saturday the 24th October 1970! If you wanted to go to the Scott Trial, it was always an early start and an adventure of a day to see the first man away at 09.30 prompt. Of course, I was up and ready. My mother, Joyce, had done the mandatory flask and sandwiches. “Have you put your waterproofs in as were going to Yorkshire?” were the next words I heard. The weather forecast was of a cold, damp day, and, for once, they were pretty much correct. All this excitement sent me to sleep on the backseat of the car as we headed north. I was woken to the words “we are here!”. As a ten-year-old, the feeling of excitement rocketed through the roof! As soon as the car stopped, I was gone. With my autograph book in hand, I could hear myself saying ‘where are Sammy Miller and Gordon Farley?’ Words: John Hulme • Pictures: Malcolm Carling Trials Media

Gordon Farley (Montesa): It was just a single mark that separated him from Miller at the end of a day. As soon as he signed off from the trial, he drove to Leeds airport to fly to the German European Round.

Winter 2020 • Classic Trial Magazine

1970 • Finale

Martin Lampkin (Bultaco): With the collapse of the Alta Suzuki trials production Martin, along with his elder brother Alan, rode a Bultaco on loan from the UK importers Comerfords. He looks very comfortable as he cleans Washfold.

hrough the camera lens of Malcolm Carling, the memories from 50 years ago came flooding back like it was just yesterday, the difference being that I was now 60 years old! I am pretty sure this was my first Scott Trial but, sadly, the man who would know, my father, Ron, passed away four years ago. The sport was going through a fantastic period as the once unbeatable combination of Sammy; firstly with the four-stroke Ariel and then with the two-stroke Spanish Bultaco that had dominated the ACU British Trials Champion since 1959, was now under threat. The rider challenging this superiority was Gordon Farley riding the Montesa, another Spanish manufacturer starting to make in-roads to the trials world, with some noted impact. These two riders had pulled way in front of everyone else in the championship and headed into the Scott Trial with the points standing in Farley’s favour at 74 points to Miller’s 71. With this close-run championship, an epic Scott was

Bill Wilkinson (Greeves): Ditching the 175cc Puch-engined Pathfinder Greeves model for his ageing 250cc Villiers engine, ‘Wilky’ proved his point, finishing as the best Greeves rider. One week later he would move to Ossa for the Hoad and Perce Simon trials.

Classic Trial Magazine • Winter 2020

Alan Lampkin (Bultaco): Setting the fastest time Alan did not let a puncture and a broken throttle slow him down, seen here at Bridge End. The day after this he won the national Travers Trophy Trial in front of Rob Edwards.

on the cards; a 65-mile battle-royale was to be played out across the Yorkshire Moors. After watching a few of the early riders leave the start area near the Ken Wallis family farm at Feldom Lane, high above the market town of Richmond, we set off to watch the action.

EARLY WATCHING

As anyone who has ever attended this iconic event will know, it’s a case of picking two or, if you are lucky, maybe three vantage points to watch from. We chose Washfold Splash, and by coincidence, some of these superb pictures were taken there. At all Scott Trials parking is usually on the side of the road, but even back then, the only standard rule was making sure that vehicle wheels were well off the road. Arriving at the hazard riders were dropped into the bottom of the river, where they would pass through the begins-cards before attacking the intimidating rock step in the middle. Early attempts have to be very wary with the green moss on the flat top of the stop which would see

Brian Hutchinson (Sprite): Imagine taking on the challenge of this prestigious event on a small-engined ‘Micro’ machine. Finishing fifth was no mean feat!

some of the riders dumped in the river for an early bath. The riders arrived as the expected time. Soon it was apparent who was on a charge as the later numbers were mixing it with the early ones. At number 38, Gordon Farley was riding well away from the later starter, Sammy Miller with number 146. He parted with a solitary single mark as he fought the slipping front wheel of the Montesa. Alan Lampkin hit the step hard, which needed both feet down to keep forward motion as Bill Wilkinson looked strong and confident as he executed a clean. Number 129, Martin Lampkin, was well up on time as he caught and passed number 71, Paul Whitaker, in the section. As Sammy Miller arrived, the crowd edged forward. Looking very calm and collected, he paused at the section begins-cards to wait for a clear run at the step. He was immaculate as he attacked the rocky outcrop with the feet welded on the footrests, looking very confident, to record a clean. After Miller had passed through the ends-cards, it was a rush to the car to try and take in one more group of hazards.

Geoff Chandler (Bultaco): Showing traditional ‘body lean’ and making it four Bultacos in the top six, Geoff also took the award for the Best First-Time rider.

Finale • 1970

John Pattison (250cc AJS): ‘Nipper’, as he was known, trusted the ageing Villiers engine in his two-stroke AJS to finish 10th overall.

Ray Sayer (125cc Dalesman): Pulling a wheelie at Bridge End and using all his experience from 17 starts at the Scott, Ray was more than happy with his new Dalesman’s performance.

BRIDGE END

By the time we had negotiated the narrow lanes through Reeth, we had arrived at Bridge End just before the first riders had come into sight. First in view was a rapidlooking Alan Lampkin, with about half-a-dozen riders passing before Farley appeared. Word had come through that motocross rider Malcolm Rathmell was out. He crashed heavily on the Bultaco resulting in a broken wrist and a badly sprained ankle. Having abandoned the new Greeves Pathfinder model for the event, Bill Wilkinson was on the Villiers-engined Greeves but was plagued by electrical problems that slowed him down. Southern Centre ride,r Geoff Chandler, was struggling to keep up with the pace as the top riders arrived and left, with the field of riders now looking very depleted. It was now time to make the journey back to the finish, having witnessed what I would call a superb sporting event. The start-and-finish field is the place to be as the riders strain to see who will be back first to record what is termed the standard time. First back was Alan Lampkin happily still wearing his bobble hat! Next up the field was Brian Hutchinson on the ‘Micro’ Sprite followed by Gordon Farley, and then, if my memory serves me correct, Sammy Miller. Soon the riders were sharing the usual ‘how many do you think you have dropped?’ and ‘did you have any problems?’ conversation. Soon it was back in the car and the journey home back to Whaley Bridge, in Derbyshire. You may guess, I did sleep all the way home.

Richard Sunter (Montesa): Local farmer Richard Sunter on one of the early Cota models with the larger front wheel hub.

Blackie Holden Snr (200cc Triumph): This popular rider remained with four-stroke power with the Triumph ‘Tiger’ Cub for his annual race around the Yorkshire Moors.

WEDNESDAY MORNINGS

Back in 1970, Wednesday morning was the only weekday that mattered in the life of a very young John Hulme. Motor Cycle News was delivered with the daily newspaper before he went to school. On the cover was Sammy Miller going up the step at Washfold — the very place we had watched and the same picture we have in this article! Wednesdays got even better when my father arrived home from his job at Ferodo Brake Linings in nearby Chapel en-le Frith, as he had the other Wednesday weekly paper, Motor Cycle. After looking mainly at the superb pictures, I checked the words to see that both Gordon Farley and Sammy Miller were on equal points in the ACU British Championship. With two rounds remaining, maybe we could travel down South to watch the events but, as my father pointed out when I enquired, “Saturdays are for watching, and Sunday is for riding, son.” Enough said!

Derek Adsett (175cc Greeves): Seen here at Bridge End, he would be one of a few riders to win eventually win a national trial on the Puch-engine Greeves in 1971.

Winter 2020 • Classic Trial Magazine

1970 • Finale

SCOTT SILVER SPOONS

RESULTS: 1: Sammy Miller (250cc Bultaco) 62; 2: Gordon Farley (250cc Montesa) 63; 3: Martin Lampkin (250cc Bultaco) 91; 4: Alan Lampkin (250cc Bultaco) 96; 5: Brian Hutchinson (125cc Sprite) 98; 6: Geoff Chandler (250cc Bultaco) 104; 7: Dave Thorpe (250cc Ossa) 107; 8: John Horsfall (250cc Bultaco) 113; 9: Bill Wilkinson (250cc Greeves) 113; 10: John Pattison (250cc AJS) 114; 11: Ray Sayer (125cc Dalesman) 114; 12: Gordon Butterfield (250cc Montesa) 123; 13: C Robinson (250cc Montesa) 123; 14: Richard Sunter (Montesa) 123; 15: Blackie Holden Snr (200cc Triumph) 126; 16: Derek Adsett (175cc Greeves) 127; 17: G Walker (250cc Bultaco) 128; 18: Arthur Lampkin (250cc Greeves) 132; 19: Jim Sandiford (250cc Bultaco) 133; 20: Paul Jackson (125cc Jaczun) 135; 21: Peter Gaunt (175cc Gaunt Jawa) 138; 22: D Bean (250cc Bultaco) 145; 23: Terry Jackson (125cc Jaczun) 147; 24: Rob Shepherd (250cc Montesa) 147; 25: Mick Wilkinson (175cc Greeves) 147; 26: D Whinfield (250cc Bultaco) 154; 27: D Tweed (250cc Bultaco) 162; 28: B Lancaster (250cc Bultaco) 163. MACHINES: Bultaco: 11; Montesa: 5; Greeves: 4; Jaczun: 2; Triumph: 2; AJS: 1; Dalesman: 1; Gaunt Jawa: 1; Sprite: 1. STARTERS: 138; Retirements: 75; Finishers: 63. BEST ON OBSERVATION: Sammy Miller (250cc Bultaco) 54. BEST ON TIME: Alan Lampkin (250cc Bultaco) – 4 Hours 30 Minutes 3 Seconds. BEST FIRST TIME: Geoff Chandler (250cc Bultaco) BEST ONE-MAKE TEAM: Greeves – Bill Wilkinson; Derek Adsett and Mick Wilkinson. BEST CLUB TEAM: Sunbeam – Sammy Miller, Gordon Farley and Geoff Chandler. BEST VETERAN PRE-1956: Sammy Miller (250cc Bultaco). BEST 1966–1970: Sammy Miller (250cc Bultaco).

Arthur Lampkin (250cc Greeves): Ten years earlier, in 1960, the oldest of the Lampkin brothers had first won the event on a BSA, a feat he repeated in 1965 setting the fastest time and also the best on observation. Middle brother Alan repeated this winning double in 1966, again on a BSA.

1970 ACU BRITISH TRIALS CHAMPIONSHIP

POSITIONS: 1: Gordon Farley (Montesa) and Sammy Miller (Bultaco): 86; 3: Dave Thorpe (Ossa) 45; 4: Mick Andrews (Ossa) and Rob Edwards (Montesa) 38; 6: Paul Dunkley (Bultaco) 35; 7: Geoff Chandler (Bultaco) and Lawrence Telling (Montesa) 25; 8: Derek Adsett (Greeves) 22; 9: Malcolm Rathmell (Bultaco) 20; 10: Brian Hutchinson (Sprite) 18. Mick Wilkinson (175cc Greeves): Along with his older brother Bill and Derek Adsett, Greeves would win the manufacturers’ team award.

Jim Sandiford (250cc Bultaco): Always looking stylish and immaculate, he has just successfully cleaned the rock step at Washfold. I think you would agree, the face tells its own story!

Classic Trial Magazine • Winter 2020

James Dabill (Beta): With no Scott Trial in 2020 due to the Coronavirus we bring you up to speed with the last winner, from 2019.

Finale • 1970

GORDON FARLEY BRITISH CHAMPION

What a sporting year of change 1970 was in the world of motorcycle trials as the reign of the great master of the sport, Sammy Miller (Bultaco), was finally knocked off the top spot! It had all started so well when he was crowned the European Trials Champion having taken the title back out of the hands of Don Smith (Montesa) in the earlier part of the year. After losing the Scottish Six Days Trial to Mick Andrews (Ossa) in May, he won the Scott Trial in October. However, as the season closed in the dark of the December months, Miller was, for the first time since 1959, not the ACU British Trials Champion; Gordon Farley (Montesa) was. It was time to ‘take a bow’ as 1970 became the finale for Sammy Miller on a fantastic British Trials Championship career. Words: John Hulme • Pictures: Alan Vines and Malcolm Carling

n 1970, for the first time since 1959, we had a new ACU British Trials Champion. Gordon Farley broke the stranglehold that Sammy Miller held. In a drama-filled day, Miller did what he had to do by winning, as nerves got the better of Farley who finished seventh.

WINNER

When a speck of dust interfered with the contact breaker, points forced Sammy Miller on his Bultaco to retire from the penultimate round of the 1970 ACU British Trials Championship. He all-but knew that, barring a disaster, he would not be able to defend his 11 consecutive championship titles to make it 12. As professional as ever, Miller went to the Knut Trial to win — and duly delivered. In stark contrast, Farley fell to pieces and scraped home in seventh position, but he had done enough. John Brise was the UK Montesa importer trading through Montala Motors, and he was out in force, following Farley every inch of the way. Gordon Farley once quoted that at every event where Sammy Miller was riding he would note his every move in his ambition to win the treasured British Championship and, on a cold day in December 1970, he was duly rewarded for his efforts. 46

Gordon Farley listens as the late, great, Ralph Venables congratulates him.

Winter 2020 • Classic Trial Magazine

1970 • Finale

1970 KNUT TRIAL

RESULTS: 1: Sammy Miller (Bultaco) 21; 2: Rob Edwards (Montesa) 24; 3: Ian Haydon (Montesa) 31; 4: Lawrence Telling (Montesa) 33; 5: Paul Dunkley (Bultaco) 37; 6: Chris Leighfield (Sprite) 39; 7: Gordon Farley (Montesa) 41; 8: Mick Andrews (Ossa) 45; 9: Dave Thorpe (Ossa) 48; 10: Ken Brooker (Greeves) 48; 11: Geoff Chandler (Bultaco) 49; 12: Derek Adsett (Greeves) 52; 13: Scott Ellis (Greeves) 53; 14: John Luckett (Bultaco) 58; 15: Peter Valentine (Bultaco) 61; 16: M Kent (Bultaco) 63; 17: Brian Higgins (Bultaco) 64; 18: Geoff Monk (Wasp) 72; 19: Mike Rapley (Bultaco) 73; 20: Denis Jones (Sprite) 74.

1970 ACU BRITISH TRIALS CHAMPIONSHIP

POSITIONS: 1: Gordon Farley (Montesa) 105; 2: Sammy Miller (Bultaco) 101; 3: Rob Edwards (Montesa) 56; 4: Paul Dunkley (Bultaco) 53; 5: Dave Thorpe (Ossa) 47; 6: Mick Andrews (Ossa) 45; 7: Geoff Chandler (Bultaco) 42; 8: Lawrence Telling (Montesa) 35; 9: Derek Adsett (Greeves) 26; 10: Malcolm Rathmell (Bultaco) 20. MACHINES: Bultaco 4; Montesa 3; Ossa 2; Greeves 1. WINS 10 ROUNDS: Sammy Miller, 5; Gordon Farley, 3; Mick Andrews, 1; Paul Dunkley, 1.

ACU BRITISH TRIALS CHAMPIONSHIP 1958-1970

It was commiserations from Ralph Venables for Sammy Miller as he acknowledged his incredible British Championship success.

Sammy Miller had won the British Championship from 1959–1964 on the mighty four-stroke 500cc Ariel.

Classic Trial Magazine • Winter 2020

1958: 1: Gordon Jackson (350 AJS); 2: Sammy Miller (500 Ariel); 3: Roy Peplow (200 Triumph); 4: Jonny Brittain (350 Royal Enfield); 5: Gordon Blakeway (500 Ariel); 6: Jeff Smith (350 BSA). 1959: 1: Sammy Miller (500 Ariel); 2: Gordon Jackson (350 AJS); 3: Roy Peplow (200 Triumph); 4: Eric Adcock (250 DOT); 5: Jeff Smith (250 BSA); 6: Artie Ratcliffe (200 Triumph). 1960: 1: Sammy Miller (500 Ariel); 2: Roy Peplow (200 Triumph); 3: John Draper (250 BSA); 4: Gordon Jackson (350 AJS); 5: Jeff Smith (250 BSA); 6: Gordon Blakeway (200 Triumph). 1961: 1: Sammy Miller (500 Ariel); 2: Gordon Jackson (350 AJS); 3: Scott Ellis (200 Triumph); 4: John Giles (200 Triumph); 5: Jeff Smith (250 BSA); 6: Roy Peplow (200 Triumph). 1962: 1: Sammy Miller (500 Ariel); 2: Scott Ellis (200 Triumph); 3: Tony Davis (350 BSA); 4: Jim Sandiford (250 BSA); 5: Dave Langston (250 BSA); 6: Jeff Smith (250 BSA). 1963: 1: Sammy Miller (500 Ariel); 2: Don Smith (250 Greeves); 3: Scott Ellis (200 Triumph); 4: Eric Adcock (250 DOT); 5: Peter Stirland (250 Greeves); 6: Tony Davis (250 BSA). 1964: 1: Sammy Miller (500 Ariel); 2: Don Smith (250 Greeves); 3: Scott Ellis (200 Triumph); 4: Peter Stirland (250 Greeves); 5: Tony Davis (250 BSA); 6: Derek Adsett (250 Greeves). 1965: 1: Sammy Miller (250 Bultaco); 2: Scott Ellis (250 BSA); 3: Mick Andrews (250 James); 5: Arthur Lampkin (250 BSA); 5: Roy Peplow (200 Triumph); 6: Tony Davis (250 BSA). 1966: 1: Sammy Miller (250 Bultaco); 2: Mick Andrews (250 Bultaco); 3: Alan Lampkin (250 BSA); 4: Don Smith (250 Greeves); 5: Arthur Lampkin (250 BSA); 6: Derek Adsett (250 Greeves). 1967: 1: Sammy Miller (250 Bultaco); 2: Gordon Farley (200 Triumph); 3: Scott Ellis (250 BSA); 4: Derek Adsett (250 Greeves); 5: Dave Rowland (175 BSA); 6: Mick Andrews (250 Ossa). 1968: 1: Sammy Miller (250 Bultaco); 2: Gordon Farley (250 Greeves); 3: Derek Adsett (250 Greeves); 4: Lawrence Telling (250 Montesa); 5: Don Smith (250 Montesa); 6: Paul Dunkley (250 Cheetah). 1969: 1: Sammy Miller (250 Bultaco); 2: Gordon Farley (250 Montesa); 3: Derek Adsett (250 Greeves); 4: Lawrence Telling (250 Montesa); 5: Paul Dunkley (250 Bultaco); 6: Scott Ellis (125 Dalesman). 1970: 1: Gordon Farley (Montesa); 2: Sammy Miller (Bultaco); 3: Rob Edwards (Montesa); 4: Paul Dunkley (Bultaco); 5: Dave Thorpe (Ossa); 6: Mick Andrews (Ossa).

MUD PLUGGING

1978 ROB SHEPHERD (HONDA) Picture Credit: Eric Kitchen

1995 SCOTT TRIAL WINNER

ROBERT CRAWFORD (HAMILTON YAMAHA)

Picture Credit: Eric Kitchen

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Project • Beta TR34

PART TWO

IT JUST GOT BETA

What a difference a month makes! No sooner had the last edition of Classic Trial Magazine arrived, I received the delivery for the repaired front exhaust; I could now finish the Beta TR 34 project. Carlos Galvez is a master of exhaust fabrication. He was the man who produced many of the HRC Racing exhausts in the two-stroke Grand Prix era. He had done a brilliant job of rescuing the flattened and deformed lower curve of my front pipe. This, of course, meant that a rear silencer was needed – with mine being still in many parts after I decided to split it to clean and re-pack. Luckily, my riding buddy, Graham Wignall, had recently taken delivery of a well-used Beta ST model and its rear silencer was at least useable. At last, it would give me a chance to run the machine without annoying all the neighbours! Words: Heath Brindley and R2W Trials • Pictures: R2W Trials and Francisco Ramniel

Winter 2020 • Classic Trial Magazine

Beta TR34 • Project

SUPERHERO

It started with the first kick.

Local engineering superhero, Trevor Miles, popped into my garage after work one evening and took away the silencer parts and measurements for wheel spacers. A week later I nipped onto the M5 motorway just one junction down to collect the finished items. The joint of the front and rear pipe just relied on a single ‘O’ ring inside the silencer entrance, but 30-odd years of movement meant that I wasn’t happy this was going to be enough to make a good seal, so I found a Viton ‘O’ ring. It would not be affected by the heat. I then applied an exhaust jointing paste. The area of the joint was also very close to the seat-tank unit, and if you look under most TR 34 models, you will often notice a melted rubber pad or some heat deformation in the plastic. To help with a better seal, and protect the plastic around it, I used some exhaust heat wrap and kept in place with some nice stainless ties. I also fitted some rubber padding on the frame rail near the seat end. It would help the fuel tank stay a little higher. I then had to find some fittings for the front of the fuel tank — the round slidein bits that fit to the frame. Good-old social media groups came up trumps again; ask in the right place, and someone will know a trick or tip! It appeared that the fuel tank locators from a KTM 85 motocross machine are exactly the same size. On eBay, I bought a pack of four new ones for under a tenner – bargain! Fitting them completed the Beta rebuild, or as much as I am going to do for now. It’s now quieter, although many will remember that back in the day they had to fit WES silencers to get it through the FIM noise levels, so it’s not whisper-quiet. The engine is not overly mechanical noisy. I am guessing that I as am so used to the lack of noise you have with a modern water-cooled machine these days, to me it probably sounds worse than it actually is!

Local engineering superhero Trevor Miles popped in to the garage and took away the silencer parts and measurements for wheel spacers.

uch to my surprise, the Beta fired up on the third kick. Given the reputation of the old ignition fitted to these machines and the old carburettor, I was amazed it started at all! At this point, I discovered that the borrowed silencer had obviously blown most of its packing out sometime over the last 30 years — the exhaust was making a great impression of a FS1E with a Micron pipe fitted! Noise aside, it ran and rode okay. I had used a couple of large washers to space the front wheel correctly to at least allow me to hop around my drive for five minutes.

To help not only seal better but also to try and protect the plastic around it, some exhaust heat wrap was used and kept in place with some nice stainless ties.

Classic Trial Magazine • Winter 2020

I think you will agree it is a little ‘cluttered’ around here!

Project • Beta TR34

Many readers will remember that back in the day they had to fit WES silencers to get it through the FIM noise levels as this standard silencer was too noisy!

ALMOST THERE

Steve Saunders, via his SXS website shop, supplied not only a new branded Braktec lever assembly for the front brake but also a new TRRS front brake pipe; with a quick bleed works a treat. I was worried about the four-piston rear Grimeca brake. Even when new, they weren’t that reliable. After 30 years, I did expect corrosion on the aluminium main casing or at least pitted seals and pistons. Rather than do the right thing and strip it all down and check it, I just got the syringes out and bled oil through it! Would you believe it, it actually worked — and stayed working for 30 minutes of wheelies and skids on the drive; no doubt time will tell on this one. I was pleasantly surprised by the riding position. Many twin-shocks and air-cooled mono-shocks seem to have the footrest position so high you feel like you are about to go over the handlebars — all the time. Perhaps because of the newer forks and yokes, and the lovely S3 handlebars, the Beta felt relatively modern. Sure there is a bit of extra weight there,

That is some exhaust front pipe!

but if you could ignore the louder engine noise, you could be forgiven thinking you were on something much more modern. Ohlin’s expert shock-service man, Andy Dawson, had warned me that the rear shock spring could be a little soft for my … erm, more ‘modern’ bodyweight! But, I had set the slightly longer front forks a bit softer, so the machine seemed well-balanced front and rear. After a small amount of hammer modification, the rear brake pedal sat at the right height. I made a rear shock mud flap to fit the lower rear mudguard filler plate. I struggled like mad to get the air filter box screw holes to line up with the sub-frame brackets. If I had an aluminium version, it would have at least been easier to bend to fit. So, with new wheel bearings fitted and the front wheel finally spaced correctly, it was time to go and ride it actually off-road.

The lovely S3 handlebars made the Beta feel relatively modern.

ACTION

Carlos Galvez is a master of exhaust fabrication; he was the man who produced many of the HRC Racing exhausts in the two-stroke grand prix era, and had done a brilliant job of rescuing the flattened and deformed lower curve of my front pipe.

In truth, I had managed one quick ride in the woods. I fitted the borrowed silencer and badly spaced front wheel. Even then, I was surprised by how nice it felt. Everything worked. The engine was good once it was off the bottom end. The noise from the silencer was very off-putting though! The suspension worked well, and front and rear brakes worked as well as modern ones – of course the front would, it is a

Trevor Miles came to the rescue with the wheel spacers.

Winter 2020 • Classic Trial Magazine

Beta TR34 • Project

The rear suspension unweights nicely for hopping over things

modern one! There was a strange feeling when approaching full lock that something was moving on the front, but as, at the time I didn’t have the correct spacers, it wasn’t totally unexpected. Fast forward a couple of weekends, and I had the chance to get out again; this time in the pouring rain. It was also up near Cirencester, so the mud did at least contain some Cotswold stone, which offered a little bit of abrasive grip. Once again, I had my crash test dummy, Francisco, with me to give his views on the Beta. He grabbed my camera to try and make my riding look presentable. After a quick ride around, he said it felt great and not old at all. And I have to say I agree with this detailed technical view! One thing I had completely forgotten to do was take the carb off and strip it for a good clean. Steve Goode once again came up with the technical details as far as jetting and settings go, so I will give it a nice soak in the ultrasonic cleaner and check all the numbers are right. The engine was a bit hesitant off the bottom end, but I am hoping this is carburettor related as I still don’t trust the ignition system fitted to these machines. You may see from a photo or two included here, we decided to see what the Beta was like

I was worried about the four-piston rear Grimeca brake, as even when new they were not that reliable. The S3 chain adjusters add a nice touch.

Classic Trial Magazine • Winter 2020

As you can imagine, the stopping power was very good.

in flight. Well, it jumps very well and – even better – it lands well! The rear suspension unweights nicely for hopping over things, and the clutch lever is very light in use helping to ride in the more modern style. I still had a bit of a weird feeling with the steering on lock and need to investigate that, but everything is tight and as it should be. It gripped fairly well in the conditions and rode the roots and leaf-covered stones nicely. It wasn’t short of power on the climbs and, for some reason, seemed really easy to complete nice floater turns on. Not only was the clutch surprisingly light to use, but the gearbox was smooth and accurate. I

‘Floating’ turns were easy.

Project • Beta TR34

Many twin-shocks and air-cooled mono-shocks seem to have the footrest position so high you feel like you are about to go over the handlebars… all the time.

‘Race’ ready.

didn’t suffer any false neutrals – Fantic riders will know what I mean! I think perhaps it may be slightly high-geared, but once again I need to ride it more to confirm that.

IT ALL WORKS

Nothing fell off, and everything worked, so you can’t ask for more really! I’d even like to ride a few competitions on it eventually. The red air-filter box side-cover has a crack in it that could allow water to pass in but a friend of Trial Magazine, Trevor Bennett, has had some 3D printed copies made and one is in the post as I write this. At the time of writing, we are entering another lockdown here in England, so no riding for at least a month. It will give me time to check out the front end and sort the carburettor problems; other than that, I don’t feel the need to do anything else to the Beta. I want to ride it more before deciding on whether to smarten it up with paint and new graphics. My desire to ride mud all winter long is low, so I think this could be it now until summer. I am looking forward to seeing how it rides in the rocky streams over in Wales. I seem to remember a certain Mr Tarres being fairly good in those conditions!

CMY

I think this is the best side of the project Beta.

THANK YOU

Once again, I would like to mention and thank a few people who have made this project possible. Michel Kaufman at S3 and John Shirt at Trial Enduro Direct, where you will find the lovely S3 parts catalogue; Steve Goode, who not only supplied parts at great prices but was my go-to person for technical information; Carlos Galvez over in Spain who rebuilt the front pipe whilst under various Spanish Covid restrictions; and the two Trevors, Miles and Bennett, for items and engineering work. I will have forgotten to mention more, but really must give a namecheck to riding mate Francisco Ramniel, who not only helped with some photos and riding 58

A brochure shot of the Beta TR34 production machine.

Winter 2020 • Classic Trial Magazine

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International • 1970

EUROPEAN CHAMPIONSHIPS

TORRENT TAMER THORPE I remember it like it was yesterday when Dave Thorpe (Ossa) scored his first international trials win at the very wet Hillsborough Motor Cycle Club Trial on 29th November 1970. It rained heavily all day, turning the sweet and innocent-looking rivers into raging torrents as the heavens opened, but this article had a strange surprise to it as I was soon to find out. To say that life is full of surprises is nowhere better demonstrated than in the search for the results for this article. The Hulme family had gone to this trial as we wanted to watch the riders attempt the formidable ‘River Kwai’ hazards just on the outskirts of Sheffield. My father had told me to look out for the foreign riders, and one, in particular, caught my young eye; it was ‘Papa’ Lejeune from Belgium. As he struggled up the ‘River Kwai’ on the four-stroke twincylinder Honda, he had a companion who was helping him, also, by the sound of his voice, from Belgium. It turns out that I had met my good friend, Charly Demathieu, 50 years ago – yes, it was Charly; he spoke to us, gesticulating about the rain! Would you believe that all those years ago the ‘Guardian’ of motorcycle trials made his first trip across the channel from his base in Belgium with the Lejeunes to the European round in Great Britain? It was Charly who provided the results and championship positions; yes, our very own ‘Guardian of Trials’. Words: John Hulme • Pictures: Malcolm Carling

t’s quite hard to believe in 2020, as I generate this article that this trial started at the Sheffield Wednesday Football Ground located on the Penistone Road, Hillsborough, Sheffield, South Yorkshire but yes, it did. The football club opened its doors to the world of international motorcycle trials with its wide range of facilities including the hot showers,

changing rooms and even the restaurant. The event would head out from its base to cover a single-lap 43-mile course taking in 50 sections. It was the first time that the European Championship had visited the north of the country. It certainly raised a few eyebrows with its abundance of rivers, rocks and muddy bank sides.

Martin Lampkin (10) on the newly acquired Jim Sandiford sponsored Bultaco speaks with Rob Edwards (8). I think the hooded child on his left is my good self, John Hulme!

Winter 2020 • Classic Trial Magazine

1970 • International

Dropping into the cold winter water is the eventual winner Dave Thorpe (Ossa-GBR) at Spoon Lane. The handlebars are some of the very early aluminium products from Renthal.

In the past, foreign riders visiting Great Britain for the European Championship round had been much more used to the mud and steep climbs found in the south of the country.

A DAMP START

Outside the football ground, we wandered around and witnessed, for the first time, the new pre-production ‘Slimline’ Bultaco Kit Campeon models. After they first appeared at the ISDT in October, one would be ridden by Geoff Chandler with the other two in the hands of Ignacio and Oriol Bulto. With a new red seat and tank unit, they looked superb, despite the rain. We had a quick chat with Mick Andrews, who had the prototype Ossa with him and his father, Tom. The new Ossa looked so much physically

One week after this event Gordon Farley (Montesa-GBR) would win the first of his two ACU British Trials Championship titles. He was an early leader in this European round before slipping to third.

Classic Trial Magazine • Winter 2020

smaller than the old ‘Pennine’ model which Dave Thorpe would be riding. My father had a quick chat with Bill Wilkinson who, in his own words, confirmed the new Greeves Pathfinder was useless and that he would be riding an Ossa from now on! Younger brother Mick would remain with the 175cc Puch engined ‘Pathfinder’ model. As the clock hit 10am sharp, the entry of 75 competitors left the start area to head out of the comfort of Sheffield City at oneminute intervals.

PERSISTENT RAIN

The cold, damp air soon turned to rain before it started to hail down, before slightly receding to persistent rain. Along the way, many hazards, that are still used today, would be ridden including Ughill, Hall Broom, River Kwai

Another Renthal handlebar rider and eventual European Trials Champion, Mick Andrews (Ossa-GBR) holds on tight in the deep water at the top of Ughill.

and Hill House. These hazards, along with so many others, are predominantly rocky rivers surrounded by steep muddy climbs on the many banksides and wooded hillsides. As the rain came down, the rivers filled with water, and the banks and climbs became more slippery. The opening hazard was at Spoon Lane, was where we first observed the action. It consisted of a drop-down cambered bank into the fastflowing river. We watched as some of the riders had an early bath, going over the handlebars as they dropped into the cold water. One good thing about the rain was that it kept the riders moving! After watching some clean feet-up rides from the likes of Rob Edwards (Montesa), the crowd watched Mick Andrews (Ossa) take a precautionary ‘dab’ whilst Dave Thorpe (Ossa) stopped on the slippery rock exit.

Turning on the style: Lawrence Telling (MontesaGBR) on the muddy bank at Spoon Lane.

International • 1970

After his domination of motorcycle trials starting in the late 50s, the reign of Sammy Miller (BultacoGBR) would finish in late 1970 as he announced his retirement from major events. A study in concentration from Martin Lampkin (Bultaco-GBR). After starting with support from Jim Sandiford he would move to a manufacturer-supported ride and stay on the Spanish Bultaco machinery right through until 1980.

A long way from home, Benny Sellman (Montesa-SWE) on the step at Ughill in total control. He was one of a new group of riders starting to challenge the domination of UK riders in the sport.

RIVER KWAI

Belgian trials offered similar conditions to the ones found in Great Britain and they obviously suited Belgium’s Roger Georges and his Montesa.

With my father annoyingly whistling the theme tune from the Bridge on the River Kwai film as he drove, we arrived at the ten hazards aptly named the River Kwai to be ridden in the latter part of the event. Spread out over a distance of half a mile, riders followed a formidable river up the steep-sided gully. Some readers will remember the big slabs just below the footbridge, and that is where we moved to spectate the action. On enquiring to the club officials, we found out it was Gordon Farley on the Montesa who was leading. The river level had ridden considerably, and the water was in full flow. No one had ever cleaned the entire group of hazards, and everyone wanted to be the first. Bill Wilkinson was in trouble with his Ossa as the ignition coil came loose, costing him a fivemark penalty for the stop. Along with my father, we pulled the stricken machine out of the way of the other riders. With the coil back firmly in its location, ‘Wilk’ soon had the machine fired back into life, though the air had been a little blue at one point! As it turned out after the event, he had every right to be upset; he was the best rider through the ‘Kwai’ on just 11 marks lost, including that five mark penalty.

One of three new pre-production ‘Slimline’ Bultaco Kit Campeon models seen in the UK for the first time, ridden by Ignacio Bulto from Spain.

A new name from Yorkshire making a name for himself was Rob Shepherd. This was the first outing for the farmer from Patley Bridge who had gained support on this Bultaco from Norman Crooks Motorcycles.

Winter 2020 • Classic Trial Magazine

1970 • International

Jim Sandiford (Bultaco-GBR) had just taken the two Lampkin brothers Alan and Martin under his wing, also on Bultaco.

WHO WILL WIN?

When the report came out in the weekly papers on the Wednesday, it turned out that the action had been much closer than we thought. Towards the trial’s conclusion, a ‘see-saw’ battle had emerged between the two Ossa riders Mick Andrews and Dave Thorpe. It went all the way to the final hazard at Coumes. Thorpe was riding in front of Andrews and passed through the final hazard un-penalised; he had done all he could and thought he had conceded victory. Andrews was holding a small advantage until he slipped on the slippery turn in the final hazard and a five-mark penalty was awarded, and with it, the win had passed by him.

As the oldest of the three brothers, Jean Marie Lejeune (Montesa-BEL) along with his father was a pioneer in bringing European riders over to the UK. With a smile and looking quietly confident after getting up the bank at Spoon Lane is Felix Krahnstover (Montesa-GER) .

CHILDHOOD MEMORIES

At ten-years-old, this event was etched in my mind – hence the memories. My Grandfather Sam Hill had been very poorly on the days leading up to this trial. On the Sunday, my mother, Joyce, decided to have a day off from visiting her father. Unfortunately, we came home from the trial to the news that he had passed away while we were at the event. It’s funny what you remember as a child, but we had shared so many memories, which will last forever. He would have been so proud of Classic Trial Magazine.

Looking very in control is the experienced Ted Breffitt (Ossa-GBR) in the cold water at Spoon Lane.

Classic Trial Magazine • Winter 2020

‘Micro’ machines manufactured in the UK were coming to an end, but one rider who excelled on them was Brian Hutchinson on the 125cc Sprite.

At full stretch on the bank at Spoon Lane: many-times Cheshire Centre trials champion Peter Salt (Bultaco-GBR).

International • 1970

A fantastic man who gave so much to trials and the career of his three sons was Jean ‘Papa’ Lejeune (Honda-BEL). The youngest son Eric still competes on this very Honda in classic trials.

Many riders stayed with the ageing Villers engines such as Bob Tyas (Villiers Bultaco-GBR). This very rare Sammy Miller Bultaco frame conversion was modified and sold in kit form, using the Villiers engine as part of Miller’s expanding hard-parts range.

1970 EUROPEAN CHAMPIONSHIP

GREAT BRITAIN – SHEFFIELD: 75 RIDERS RESULTS 1: Dave Thorpe (Ossa-GBR) 34; 2: Mick Andrews (Ossa-GBR) 38; 3: Gordon Farley (Montesa-GBR) 44; 4: Malcolm Rathmell (Bultaco-GBR) 44; 5: Lawrence Telling (Montesa-GBR) 46; 6: Martin Lampkin (Bultaco-GBR) 46; 7: Alan Lampkin (Bultaco-GBR) 49; 8: Sammy Miller (Bultaco-GBR) 50; 9: Benny Sellman (Montesa-SWE) 50; 10: Geoff Chandler (Bultaco-GBR) 51. All before scored European Championship Points. 11: Paul Dunkley (Bultaco-GBR) 52; 12: Bill Wilkinson (Ossa-GBR) 55; 13: Rob Edwards (Montesa-GBR) 55; 14: Roger Georges (Montesa-BEL) 60; 15: Ignacio Bultaco (Bultaco-ESP) 62; 16: Thore Evertson (Ossa-SWE) 63; 17: Rob Shepherd (Bultaco-GBR) 66; 18: Jim Sandiford (Bultaco-GBR) 67; 19: Howard Doncaster (Bultaco-GBR) 83; 20: Jean Marie Lejeune (Montesa-BEL) 84; 21: Mick Wilkinson (Greeves-GBR) 86; 22: Karl Rowbotham (Bultaco-GBR) 86; 23: Ted Breffitt (Ossa-GBR) 87; 24: Brian Higgins (Bultaco-GBR) 88; 25: Felix Krahnstover (Montesa-GER) 93. MACHINES, TOP 25: Bultaco 12; Montesa 7; Ossa 5; Greeves 1. NATIONALITIES, TOP 25: Great Britain 19; Sweden 2; Belgium 2; Germany 1; Spain 1. Well-known specials builder Paul Jackson (Jaczun-GBR) on his home-grown machine using the Zundapp engine in the fast-flowing water at Ughill.

EUROPEAN CHAMPIONSHIP 1971

This championship had started in Germany in October 1970 and would conclude in Sweden in August 1971, taking in nine rounds. The championship would be based on the riders’ five best results. It would be 1975 before the world championship was awarded full FIM status, and so, in theory, this was the ‘World’ Championship in its infancy. Thirty-three riders would score points; below are the final championship positions.

FINAL CHAMPIONSHIP POSITIONS

Another rider on a home-modified machine was Terry Savage on this 125cc Savage. A cottage industry of the small ‘Micro’ machines was still attractive to some riders.

POSITIONS: 1: Mick Andrews (Ossa-GBR) 75; 2: Malcolm Rathmell (BultacoGBR) 59; 3: Gordon Farley (Montesa-GBR) 53; 4: Rob Edwards (Montesa-GBR) 52; 5: Dave Thorpe (Ossa-GBR) 45; 6: Benny Sellman (Montesa-SWE) 29; 7: Yrjo Vesterinen (Montesa-FIN) 28; 8: Lawrence Telling (Montesa-GBR) 19; 9: Gustav Franke (Zundapp-GER) 17; 10: Alan Lampkin (Bultaco-GBR) 16; 11: Martin Lampkin (Bultaco-GBR) 16; 12: Jean Marie Lejeune (Montesa-BEL) 14; 13: Erland Andersson (Ossa-SWE) 14; 14: Pedro Pi (Montesa-ESP) 11; 15: Christell Reinhart (Montesa-GER) 10. WINS: Mick Andrews (Ossa-GBR) 5; Dave Thorpe (Ossa-GBR) 1; Gordon Farley (Montesa-GBR) 1; Malcolm Rathmell (Bultaco-GBR) 1; Benny Sellman (Montesa-SWE) 1. MACHINES: Montesa 8; Bultaco 3; Ossa 3; Zundapp 1. NATIONALITIES: Great Britain 8; Germany 2; Sweden 2; Belgium 1; Spain 1.

Winter 2020 • Classic Trial Magazine

Special • Montesa

SPECIAL

BECKER MONTESA The legendary Becker Montesa, built by Helmfried Riecker and Paul Erhardt, certainly pushed the boundaries of the twin-shock motorcycle trials machine. It is perhaps the most spectacular Montesa ever made, and on a par with the unusual Montesa creations of the world-famous Spanish motorcycle constructor Antonio Cobas. Integrated into the large, round top-tube of the central tube frame is the fuel tank. The air filter box is located in the upright, square rear frame. The footrest mountings run through the swingarm, and it already had a mono-shock rear suspension before it existed in motorcycle trials. Words: Hans Greiner and John Hulme Pictures: Hans Greiner

This Becker Montesa provides a riding experience that can only be classed as ‘Rolls Royce’.

Winter 2020 • Classic Trial Magazine

Special • Montesa The modified 100cc Adler motocross machine.

he Becker Montesa not only has some spectacular design features and an exceptional appearance to offer, but it also provides a riding experience that can only be classed as ‘Rolls Royce’. Indeed, in comparison to the trial machines of its generation in the early ‘80s, it was, shall we say, very different.

Already a competent rider, Helmfried moved his thoughts to building this heavily modified 250cc Montesa Cota.

Yes, this is a 125cc Montesa Cota with single shock absorber rear suspension cantilever technology applied!

MODERN MACHINE

Designed and built at the beginning of the ‘80s, during a very transitional period for machine development, it rides much more modern than you would expect. This is mainly due to the rear suspension and the meticulous and conscientious approach to detail and tuning. The 173.7cc Montesa air-cooled, single-cylinder, two-stroke engine performs amazingly well; which was extensively revised for use in the Becker Montesa. With stronger engines available, it was obviously not chosen for the power output instead for its perfect characteristics. Offering a silky-smooth throttle response, it provides direct power without pulling your arms out of joint but is always controllable, and intended for one purpose only – to provide the rider with the best possible way of finding rear-wheel grip. To understand why someone would go to so much trouble to build a trials motorcycle like the Becker Montesa, it takes some background information to find out.

HELMFRIED RIECKER

The instigator of the Becker Montesa project, Helmfried Riecker, lived and breathed a racing atmosphere from his earliest childhood days, as he grew up in the Stuttgart wildlife park and thus directly next to the Solitude race track in Germany. The former race track, named after Solitude Castle, was the venue for several Formula 1 races until it was closed in 1966. However, the track, which is still legendary today, is a challenging circuit with 26 left and 19 right turns and a 2.3-kilometre high-speed straight for the motorcycle races that took place on it. Would you believe that in 1954 an unbelievable 435,000 spectators are said to have lined the 11.4-kilometre-long circuit? Seventysix special trains were commissioned by the Deutsche Bundesbahn railway company to bring the masses of visitors to the race circuit in the west of Stuttgart! Classic Trial Magazine • Winter 2020

Spectacular design features are a part of the Becker Montesa.

Special • Montesa

Helmfried copied the chain tubes from the outstanding Austrian rider and designer Walter Luft.

Helmfried inhaled such a large portion of his enormous enthusiasm for motorcycling in Germany, to the point that his own motorcycling career was already clearly defined at that time. His enthusiasm for motorcycling continues today, at an age when many people already consider themselves lucky if they can still stand on their own two feet!

FEET-UP

This 173.7cc Montesa air-cooled, single-cylinder, two-stroke engine performs amazingly well and was extensively revised for use in the Becker Montesa.

“Since the company Koni Federbeine was not far away from us, I just went there and told them what I had planned!”

Helmfried still regularly stands on the footrests’ feet-up’ and guides his Becker Montesa through the terrain with an air of confidence. On the one hand, compared to the standards of the time when it was built, it simply rides incredibly well. On the other hand, it is certainly very motivating to ride a homemade trial machine through sections of such high quality. Homemade machines have accompanied Helmfried since the beginning of his career. He started modifying motorcycles at a time when there were hardly any suitable materials to buy, and what was available was not good enough quality for him. So from the very beginning, Helmfried was always very interested in improving existing technology, adapting it to his own ideas and modifying it for himself. Early on he competed on a Puch moped, and his first successes in reliability rides were not long in coming. Then he started riding motocross because it was very popular at that time. After winning the German 125cc Moto Cross Championship in 1960, Helmfried discovered the sport of motorcycle trials was more to his liking. He modified a 100cc Adler motocross machine with the addition of Triumph Cornet front forks and wheels, and put the hacksaw to the beautiful Adler frame and modified the exhaust to extend it far back in a long, narrow tube past the seat. It is a memory that brings a hearty laugh from him today, which Helmfried explains with the words: “It wasn’t like the trials world of today with travel so easy. In Germany, we had some outstanding riders such as Gustav Franke, Gunter Sengfelder and Siegfried Gienger who were the best at that time. I was fourth or fifth in the same class as them two or three times”.

Two shortened adjustable Formula 1 shocks from Koni were supplied.

Winter 2020 • Classic Trial Magazine

Special • Montesa

With a centre of gravity further forward, steps can be ridden more easily.

MODIFIED MONTESA COTA

Motorcycle trials in Europe was in its infancy in the ‘60s before it became the sport we know today. It developed rapidly as very much an offroad sport that could be enjoyed by all. As the sport developed so did machine technology. Already a competent rider, Helmfried moved his thoughts and ideas to the machine side and heavily modified a 250cc Montesa Cota. It was slimmed down in the workshop of the German Montesa importer Otto Walz, in Herrenberg. With Otto’s help, the modified frame was fabricated, and the steering angle changed. Helmfried didn’t think he could do it himself, so Otto helped with welding and engineering skills. Thanks to the magnesium engine casings the machine weighed a sensationally low 75 kilograms, which was incredible at that time. Helmfried had moved the machine’s centre of gravity further back in favour of easy handling which, contrary to expectations, did not necessarily turn out to be an advantage in view of the lightweight engine. He also did not get along well with the performance of the 250cc engine. At that time it became evident that engine power was only a small part of the big

Fuel is carried in the large-diameter top frame tube.

The seat assembly is easily removed.

picture in motorcycle trials and did not lead to success on its own. Also, as motorcycle trials developed, it became apparent where you once went over obstacles, tighter turns were now becoming more the norm to test both the rider’s and machine’s abilities.

CANTILEVER MONTESA

It was the rear suspension’s action that quickly turned out to be a limiting factor, so a new technical solution for the rear suspension was thoroughly researched. Helmfried was attracted by the Yamaha cantilever technology that had surfaced with success in Road Racing, Motocross and Trials. He built a 125cc Montesa Cota and applied this single-shock absorber, rear suspension cantilever technology as early as 1976. He didn’t approach the project halfheartedly but double-heartedly, so to speak! His Cantilever-Montesa accommodated the shock absorber almost invisibly in the oversized upper frame tube. Not only did it hide the rear shock absorber, but it also formed the fuel tank. The idea came to him because of the large volume of the frame tube, which could save space and weight.

Helmfried built most of the CantileverMontesa himself but had to find a qualified welder to perform that task. The German ‘TUV’ authorities required proof of the welder’s welding qualification for the approval so that you could apply to get proper road documents to register the machine for public road use. As with many dealings with government authorities, Helmfried remembers that you could write your own book on the hassle attached with the application! The large-volume chrome-molybdenum tube for the frame was purchased from a certain Fritz W. Egli from Switzerland for 60 francs. Fritz Egli was also a fabricator and creator of his own machines. He arranged for the family vacation that year in the area where Egli lived so he could collect the materials. The fragile cantilever swinging-arm was fabricated from bicycle frame tubing with a wall thickness of just one millimetre. To make the swinging-arm narrower, the round tube was pressed into an oval. Helmfried copied the chain tubes from the outstanding Austrian rider and designer Walter Luft. Montesa would later introduce this design to their Cota trials models.

Compared to today the footrests are very close together.

Winter 2020 • Classic Trial Magazine

Special • Montesa

Bultaco Sherpa ‘T’ front forks are fitted.

The standard front forks from the Montesa Cota 172 left a lot to be desired, so there were more or less directly exchanged for a Bultaco Sherpa set. Helmfried picked it up from the Bultaco dealer Pfaff near Aschaffenburg who had removed it from a completely new motorcycle because it was not available as a spare part at that time. Helmfried won the German B-licence class in the 125cc category on the Cantilever-Montesa. Today it stands in the foyer of SRS (Sportler ruft Sportler) company and is, of course, the inspiration for the later Becker Montesa.

LIGHTWEIGHT

After the experience with the CantileverMontesa Helmfried succumbed to the need for more power and purchased a Montesa Cota 348. Although the majority of the trials’ Experts’ had expressed their enthusiasm about the larger-capacity Cota, it was not his cup of tea at all. So he quickly sold it when he was able to buy Hans Buchner’s Cota 172 with a 157.5cc engine. It was much lighter and handier than the Cota 348, and so he was able to handle it much better.

Inside the large-diameter top tube you can find fuel and the air filter.

Classic Trial Magazine • Winter 2020

Precise steering is all part of a superbly handling machine.

It was the second time he realised that large displacement was just not his thing. In 1980, Fantic came onto the trials market, and the new Italian machines quickly became an attraction to the buying public. Helmfried rode a 200 model Fantic in 1980–81, and with it, the story of the Becker Montesa begins to take shape. Enter Paul Erhardt, a fellow trials rider. Like Helmfried, Paul had been a die-hard Montesa fan until he wondered whether the Montesa Cota 200 could not be made so competitive that it would be able to compete with the new Fantic or maybe even be a little better. Based on the Cantilever Montesa, the Becker Montesa was created in 1981–1982 with the idea of taking the concept of the 125cc Cantilever Montesa to a new level through further improvements in suspension and engine tuning. The goal was to build the engine with the exhaust of the Cota 348 and to improve its performance by reworking the cylinder ports and a lot of fine-tuning. It would be a lot of work starting with an exhaust manifold from a Japanese car. The chassis required much more time because they

wanted to replace the cantilever suspension at the rear wheel with a real mono-shock as this had already proved to be a better solution in motocross. Helmfried: “Since the company Koni Federbeine was not far away from us, I just went there and told them what I had planned. In the end, I was able to get two shortened Formula 1 shocks from Koni, which was a real sensation. At the front, we kept the proven Bultaco forks so that we had about 160mm of suspension travel on both wheels”. During the construction, care was taken to keep the machine light and slim so that the engine could be placed forward in the frame. With the centre of gravity further forward, the vertical steps that were becoming more and more common at that time, could be ridden better. Compared to today, the footrests are very close together. As more and more steps and larger rocks were added to the sections, narrow machines were still an advantage. By the way, the Becker Montesa was originally blue. It only turned green during the later restoration at the turn of the millennium.

No, the exhaust system was not designed by a snake charmer!

Special • Montesa Designed and built at the beginning of the ’80s during a very transitional period, the Becker Montesa is more modern than you would expect.

BECKER MONTESA

And why is it called a Becker Montesa at all, when Paul Erhardt and Helmfried Riecker built it? It’s quite simple: The name was chosen because the machine came to life during their time at work in the company Hepco & Becker. At the time, Paul Erhardt was already managing director of the company known for high-quality motorcycle cases at that time, with the brand name in the logo; and still is, as his son has become involved in the company. Manfred Woll completed the TUV paperwork for the Becker Montesa in Landau. This way, the path was made clear for Helmfried to participate in competitions. The goal of putting a Montesa-based trials machine that was competitive on level terms with the new Italian Fantic was undoubtedly achieved because Helmfried was able to win with the Becker Montesa against larger enginecapacity and newer motorcycles. In 1982, he was runner-up in the Senior

German championship and, in 1983, he became North German champion in the Senior competition. However, one should note the effort to transform the production Montesa Cota 200 to the Becker Montesa was, of course, enormous. In comparison, a standard Fantic 200 Trial could be used competitively straight from the delivery box.

ALL CHANGE

In 1983, it was all change in the trials world when Yamaha launched its TY 250 mono-shock with progressive lever rear suspension. Paul Ehrhardt was one of the first to ride the new Yamaha. Helmfried met Paul while practising to sample the single-shock machine. It was an experience he still remembers well: “During the test ride I very quickly came to realise that the era of homemade machines was coming to an end. It was pretty awful for me to acknowledge that”. A little later, Helmfried also bought one

In 1986 Helmfried built up a classic trials machine based around a Triumph Cornet engine, on which he competed in the first D-Cup race in Gressenich in 1987.

of the fabulous new Yamahas; “It was never really for me, even though the function was already fantastic, but for me, it remained more a marriage of convenience”. When the Classic Trials movement came to life in Germany, it gave Helmfried a new breath of life. In 1986, he started to build up a classic trials machine based around a Triumph Cornet engine, with which he competed in the first D-Cup race in Gressenich in 1987. The Becker Montesa was parked up until its restoration in 2000 when it also acquired its crazy green colour scheme. After its restoration, for exhibition purposes at SRS, it took its place next to the Cantilever Montesa in the foyer of SRS. It was during this period of the machine’s resting place that Helmfried got the urge to ride it again and to have fun in motorcycle trials. Since then, he has regularly ridden the Becker Montesa on his premises in Breitscheid; built exactly for this purpose. It was, and remains, a real piece of motorcycle trials history.

Helmfried Riecker was 80 years old on 25 July 2020. Classic Trial Magazine salutes this pioneer of ideas that have evolved into the modern trials motorcycle.

Winter 2020 • Classic Trial Magazine

Drayton Frames are manufacturers of pre 65 trials frames for BSA Bantam, BSA C15/B40, Villiers 37/32A 8E/9E, Triumph Tiger Cub, Triumph Twins and Ducati 250/350 singles. We can also carry out any fabrication and machining work and supply forks, yokes, mud guards, cables, wheels etc. We can supply a frame, frame kit or a complete rolling chassis. Contact Rob or Pete on the above numbers for any enquiries.

Remembering • Malcolm Davis

PROUD MALCOLM DAVIS

Yes, one word, ‘proud’ would sum up the late-great Malcolm Davis. As a young boy, I would travel with my family to many off-road events, including the British Motocross Grands Prix. Hanging over the wooden fencing that was used around motocross tracks in those days, my early memories are of a rider leading by two legs of the British Grand Prix. I think it was at Dodington Park in 1968. Green open fields on a hillside with rope around them which made up the circuit. To see a very proud Malcolm Davis wearing the Union Jack on an English motorcycle, the AJS was leading the world! This glory was short-lived. A machine failure brought his quest for victory to a halt. I had captured and enjoyed the moment and stored it to enjoy forever. Malcolm was enjoying the latter end of a very rewarding and successful off-road career when the reckless, selfish actions of a drunk driver ended his wonderful life in October 1980. The passing of 40 years makes it no easier today than it was then for his older brother, Tony, himself a successful factory rider in his own right who also enjoyed so much off-road success. One word keeps coming to mind when you speak about the Davis brothers though: proud. Words: John Hulme and Tony Davis Pictures: Malcolm Carling, Brian Holder, Alan Vines and Don Morley

1973 Malcolm Davis: Many readers will remember this master-class off-road rider.

s I have written about before, the Davis family name came back into my life when I married the late Norman Eyre’s daughter, Jane, in 1998. Norman and his wife, Janice, were good friends with the Davis family and so my connection came with Tony. He has now become a good friend and a mine of information for the magazines. As it was 40 years since the passing of Malcolm in October 2020, I wanted the off-road world to remember him. With the help of my superb photographer friends, we have a look at Malcolm through their cameras in this selection of pictures. First, though, we have some words from Tony where he touches on the many career highlights of Malcolm and their strong brotherly bond. Winter 2020 • Classic Trial Magazine

Malcolm Davis • Remembering

1965 SSDT: On his way to the Best 250cc class winner and a Special First Class award.

1965 SSDT: As the older brother, Tony Davis was so proud of Malcolm’s achievements.

Tony Davis: “It was inevitable that both Malcolm and I would become involved in trials and scrambling. We lived at the Air Balloon Inn at Birdlip at the top of the hill where father, Les, was the landlord. The public house had been the starting point for the national Cotswold Cup’s Trial during the late ‘50s and ‘60s. It was a very golden age for the sport; the machines to have were all manufactured in mighty Great Britain. Father’s keen interest in off-road riding would lead him to the role as Chairman of the ACU Trials Committee. As we both grew into teenagers, my father purchased two cheap motorcycles; a 197cc Francis Barnett with a hand gear change, and a BSA Bantam. We would practise on them on every occasion; it was during these times that we formed a very special bond. As I was two years older than Malcolm, he would look up to me, but we would both openly share that will to succeed and, ultimately, win. “Malcolm was at school in Stroud where the Headmaster was a keen scrambles rider. He would happily take Malcolm with him to various events. Malcolm would go out practising with him on a DOT. Between the two of us, we got the ‘Need for Speed’. Back in the day, Trials riding was seasonal. As the slow-speed season closed, it was time to go scrambling. “After the last trial of the season in the Western Centre, when I got home, I washed the Greeves machine off as I was going to ride it in a local scramble at Drapers farm the following day. My father could not take me to the scramble because he was short on bar staff and could only come along after the pub shut, so I rode the machine to Drapers farm, and my uncle and Malcolm followed me in a car with petrol and spares. With a few changes to the Greeves, I rode it in three races, and thoroughly enjoyed myself as Malcolm worked feverishly each lap with a board showing me my position, a job which I did for him later for many years. “As the ‘50s moved into the ‘60s, I was enjoying the support from BSA, with Malcolm watching every move. He was now on the scene riding a 250cc Greeves, and father had Classic Trial Magazine • Winter 2020

1965 SSDT: Trials or Scrambling, he always carried a very smooth riding style.

1965 SSDT: Tony Davis was a very successful off-road rider in his own right.

1966 Colmore Cup: Enjoying his first love on an early radial-head Bultaco.

Remembering â&#x20AC;˘ Malcolm Davis

1967: Summer action from the World Championship action at the British Grand Prix on the Bultaco at Wakes Colne.

1969: Enjoying a trials outing at the Hoad national.

1970: With his good friend, on the right, Bryan Wade. Having won with AJS in 1968, Malcolm added his second ACU 250cc British Championship title.

1967: On the Greeves Challenger model in March at the TV Scramble at Hankom Bottom.

1970: Total control in the ice at the early season Cotswold Cup.

1972: It was a change to European Trials Championship action riding the hazards at Lambs Lair on the Bultaco.

Winter 2020 â&#x20AC;˘ Classic Trial Magazine

Malcolm Davis • Remembering

1973: Malcolm, on the right, overtakes Bob Wright (CCM). Belgium’s many-time World Motocross Champion Joel Robert once stated: “Malcolm was the fastest-ever rider downhill” – what a compliment.

branched out to running a motorcycle business in the stables behind the pub. He was negotiating to buy a shop in Gloucester, which he and Malcolm would run whilst our mother would continue to run the pub in the day. Malcolm would travel with me to all the centre trials and some national trials. He was a brilliant trials rider. I remember the times well and how we would disagree on what gear to pull up sections, and the times he proved me wrong by getting on his machine and cleaning the section, but his heart was in scrambling. In those years trials were generally held in the winter and scrambles in the summer, and I would support him at most of the scrambles. Malcolm got Greeves factory support, and the shop became the main Greeves agency in the area. I left BSA in 1964 and moved to Greeves, where my first ride was at the 1965 SSDT along with Malcolm. “In a very wet SSDT, I gained a Special First-Class award, which was slightly spoilt by Malcolm beating me by two marks and taking the 250cc Class award! We were very competitive, and there was always a lot of ‘banter’ between us, and that drove us on. He was flying in the scrambles world and gaining a strong reputation as the one to watch. Super smooth, but in a very fast way, his first Factory support would come from Greeves, followed by AJS and Bultaco. “Great satisfaction was gained from travelling the continent with Malcolm alongside so many other brilliant riders. Everyone had a tale to tell, and in turn, it made them incredible characters, I honestly could write a book on these times! It is very difficult to explain to anyone how strong a friendship there was in those days; camaraderie at its highest level. “I was a member of the winning Western Centre scrambles team one year, which was not really surprising as the team consisted of Malcolm, Andy Roberton, Bryan Wade, Randy Owen and myself. When I used to travel with Malcolm to the Bultaco factory to pick up machines for him to ride all over the continent, it was my job to do most of the driving, some of the spanner work and do all the signalling. “I am very proud to have supported Malcolm carrying out numerous tasks, including holding the race board to show race positions – with immense pride when it told him he was winning. I was with him when he won three ACU 250cc British Scrambles Championships. Reminiscing over my motorcycle years, I realise just how fortunate I have been to enjoy such special times alongside Malcolm and to be part of a sport that has given me so much pleasure. “Through both good and bad times the brotherly bond was so strong, however hard things were. We were also very competitive away from motorcycles, and both Malcolm and I played squash at county level for different clubs. I just about had the competitive edge on him there. He also enjoyed golf and played off a two handicap, and I played off six, so he had to give me four strokes, although he would never let me pick which holes I could take my strokes at, so he would generally win anyway! That special drive we had to succeed was always there and took us through our careers, whether we were together or apart. “The saddest time in motorcycling and my life was when Malcolm was Classic Trial Magazine • Winter 2020

1973: Showing perfect style and commitment on his way to the 1973 ACU 250cc British Motocross Championship on the Bultaco.

1973: Surrounded by so many friends: the winning Malcolm Davis Bultaco team.

tragically killed in a country lane at the Presidents Trial in Devon, by a car driven by a drunk driver. Father was the ACU steward that day. Malcolm was sat waiting on the machine to turn into a group of sections when he was hit from behind by a car and was killed instantly; he was just 36 years old. After all the thrills and spills on a motorcycle, he was killed by an event beyond his control. He left behind a wonderful wife and a young child. He was buried at Tredworth cemetery in front of a packed assembly of so many of his friends, rivals and fellow motorcyclists. “I still kick myself today that I didn’t enter and ride the trial with him as it might not have happened, but you have to accept what happens in life as you cannot rewind the clock. Forty years on the pain is still there, but I also have to reflect on the good times that we shared; there were so many. “Malcolm first won an ACU British Championship on the 250cc AJS in 1968. He was runner-up to Bryan Wade in 1969 riding both AJS and CZ but regained the British 250cc Champion title in 1970 on the AJS. Riding the Spanish 250cc Bultaco, he was once again runner-up to Bryan Wade in 1971, before winning again in 1973 finishing as runner-up to Vic Allan in 1974, again on Bultaco. “These were priceless times, and I have to thank everyone in the world of motorcycles for enjoying the lives of the Davis brothers; that’s one aspect of life you can never erase!”

1979: Competing on his brother’s Beamish Suzuki in the Southern Experts.

THE LEVEN VALLEY TWO DAY TRIAL 2020 26th/27th SEPTEMBER â&#x20AC;&#x201C; KINLOCHLEVEN ARGYLL KINLOCHLEVEN & DISTRICT MOTORCYCLE CLUB

Steve Robson (Montesa) Winner - 2019 Leven Valley Two Day Trial

CANCELLED In light of the Coronavirus crisis we made the decision to cancel the Kinlochleven MCC 2020 Leven Valley 2 Day Trial due take place on 26th and 27th September. Please keep watching the club website for any updates for the 2021 dates which will be released very soon. Events such as this require support from many people and organisations. For more information on the 2021 trial or if you wish to become an observer or sponsor of the Leven Valley 2 Day Trial please go to the website.

John Charlton (Triumph) Winner - 2018 Leven Valley Two Day Trial

www.kinlochlevenmcc.co.uk

Spain â&#x20AC;˘ International

Winner Pre-75 Class Jose Palencia (Ossa)

ROBREGORDO

Winner Classic Class Joaquim Lara (Fantic)

FLYING THE FLAG It was a happy return to classic motorcycle trials in Spain in early October, with the running of the national Robregordo event held near Madrid, seven months after the sport was stopped by COVID-19. It was supported by the efforts of the MC Sotobike organisers, who made this miracle possible. Registered in a variety of classes, the classic trial in Robregordo was enjoyed by more than 100 riders all enjoying the opportunity to compete once again. The event included the recently re-elected president of the Spanish Trial Federation, Manuel Casado, who was able to enjoy the trial on a beautiful Aprilia. Day one, Saturday, was very cold, and a strong wind proved very testing for the riders. On Sunday, the persistent light rain provided challenging sections for riders. Mud, water, and the cold air on your face; what more could you ask for? To ride your trials motorcycle once again! Article: Alberto Fili Rodriguez

Manuel Casado (Aprilia)

Classic Trial Magazine â&#x20AC;˘ Winter 2020

Winner Pre-80 Class Roberto Mendibil (Bultaco)

International• Spain

Winner Expert Class Oscar Mill (Bultaco)

Winner Trialeros Mariano Gomez (Merlin)

Enrique Gonzalez (Triumph)

ROBREGORDO CLASSIC TRIAL 2020

Alberto Moreno (Aprilia)

Mariano Remiro (Ossa)

Ramon Bestue (Bultaco)

WINNER PRE-75 CLASS: Jose Palencia (Ossa) WINNER CLASSIC CLASS: Joaquim Lara (Fantic) WINNER PRE-80 CLASS: Roberto Mendibil (Bultaco) WINNER TRIALEROS: Mariano Gomez (Merlin) WINNER EXPERT CLASS: Oscar Mill (Bultaco)

Rafale Moreno (Bultaco)

Winter 2020 • Classic Trial Magazine

Sidecar • 1980

SIDECAR

DOMMETT & CHAMBERLAIN WIN THE DUEL

Colin Dommett & Eric Chamberlain (Bultaco)

While I was flicking through the Yoomee Picture Archive, researching another article on the three-wheeled sport, that some sidecar pictures caught my eye. I wanted to put something together on the 1980 ACU British Sidecar Trials Championship, won by Colin Dommett and Eric Chamberlain on the Comerfords 340 Bultaco, but did not have enough information. What I did find though was this excellent selection of pictures, from our good friend at Classic Trial Magazine, Alan Vines. These pictures come from the Perce Simon, British and Southern Experts Trials. Words: Yoomee • Pictures: Alan Vines

fter speaking with some of the older sidecar competitors, bringing more information to light, we can bring you a reflection on the 1980 championship. It finished in an exciting fight between the eventual winners Colin Dommett/Eric Chamberlain (Bultaco) and John Gaskell/Harry Wood (Suzuki) only settled on the very last round.

GASKELL IN CHARGE

Armed with the 325cc Beamish Suzuki, it was the winning combination of John Gaskell/Harry Wood who pulled themselves to the front in the fight for the championship. They turned the Devon double-header of the Presidents Trophy Trial and the West of England to their advantage as they won both events. The Presidents was a non-championship round, but they took the win convincingly from their biggest championship challengers. It is 82

John Gaskell & Harry Wood (Suzuki)

Winter 2020 • Classic Trial Magazine

1980 • Sidecar

John Turner & Reg Miller (Suzuki)

also worth noting the third-place finish at this event were Trials and Motocross News staff members, Mike Rapley/Mannix Devlin, who were having one of their last outings on the Montesa before the move to the Beamish Suzuki. In the championship points-scoring round the West of England, it was John Turner/ Reg Miller (Suzuki) who were the spoilers pushing Colin Dommett down to third as Mike Rapley finished in fifth, one of their best championship performances. With six of the ten rounds completed, Gaskell held a seven-point advantage over Dommett, both of whom were well clear of John Turner. At round seven, the John Douglas Trial, it was John Turner/Reg Miller who hit their top form to take the win in front of Dommett. In a challenging event, Gaskell dropped down to sixth behind Mike Rapley, which put them on equal points with Dommett at the head of the points table with three rounds to go.

AN EVEN MATCH

It was the trip down south for the doubleheader weekend of the Hoad on the Saturday and the Perce Simon on the Sunday in early November. Gaskell and Dommett continued to lock horns in the fight for the championship. John Gaskell won the Hoad and finished third in the Perce Simon. Bruce Melville/Chris Lambe (Suzuki) won the Perce Simon by one mark from Dommett who finished second, as he had done in the Hoad. It left Gaskell leading the championship by just one point with one round remaining. Organised by the Sheffield and Hallamshire MC, the Peak Trial, held around the rugged and rocky hills of Bamford in Derbyshire, was in the capable hands of the Clerk of the Course, Alan Morewood and his team, who knew they had to provide a fitting event to find a winner of the championship. For once, as the riders left the Marquis of Granby Hotel at Bamford, it was not

Joe and Paul Howells (Suzuki)

Classic Trial Magazine • Winter 2020

raining. It was a pleasant change for an event that has struggled with the weather in the past.

A FIGHT TO THE FINISH

Well known as a tough event, it was John Gaskell who took the lead at the very first hazard as Dommett had a very unexpected stop. Gaskell had ridden the hazard first, and that would be the order for the day as Dommett watched his rival’s every move. Making a return to the sidecar world after a back injury was Barry Watson, with Ronnie Suttill in the chair of the Bultaco outfit. Still not 100% fit, this Yorkshire team with Watson holding the handlebars rode their own event to come out as eventual winners, but it was a very close victory. As Dommett continued to shadow Gaskell, he slipped behind him, as the event entered its later stages with Gaskell holding a five-mark advantage which would give him the title. The

Roger Martin & Jim Cartmell (SuzukiOssa)

Sidecar â&#x20AC;˘ 1980

Mike Rapley & Mannix Devlin (Suzuki)

George Greenland & Dave Lane (Suzuki)

downfall for Gaskell would be the hazards at Back Tor Wood on the exposed hillside as he parted with marks after selecting the wrong gear on the Suzuki. Soon they were both on equal marks lost, as the battle for the championship continued to go from one to the other. In the closing stages, Gaskell had machine problems, including a broken rear brake arm and a sticking throttle, which rattled him and his passenger, Harry Wood. In a schoolboy error, he stopped in the final section of the day, handing the title to Colin Dommett and Eric Chamberlain. At the end of a hard day, Barry Watson/Ronnie Suttill (Bultaco) won the event on the tie-break decider from Colin Dommett/Eric Chamberlain (Bultaco) and Malcolm Ellis/Frank Griffiths (Montesa) as they all finished on 43 marks lost. John Gaskell/Harry Wood (Suzuki) were next on 46 marks lost, and the title fight was over. With the Perce Simon winners, Bruce Melville/Chris Lambe (Suzuki) next on 51 marks lost, Mike Rapley/ Mannix Devlin (Suzuki) showed good late-season form to finish sixth.

Walter Bullock & Brian Pearce (Yamaha)

ACU BRITISH SIDECAR TRIALS CHAMPIONSHIP

RESULTS: 1: Colin Dommett/Eric Chamberlain (Bultaco): 118; John Gaskell/ Harry Wood (Suzuki) 115; 3: John Turner/Reg Miller (Suzuki) 64; 4: Joe and Paul Howells (Suzuki) 52; 5: Roger Martin/Jim Cartmell (Suzuki/Ossa) 37; 6: Bruce Melville/Chris Lambe (Suzuki) 36; 7: Mick Wilkinson/Kevin Lockwood (Ossa/ Montesa) 36; 8: Malcolm Ellis/Frank Griffiths (Montesa) 34; 9: Mike Rapley/ Mannix Devlin (Suzuki) 29; 10: Barry Watson/Ronnie Suttill (Bultaco) 27; 11: Dick Ramplee/Alan Bungay (Suzuki) 20; 12: Graham Mackie/Steve Yeandle (Montesa) 16; 13: Ray Wilkins/Ken Williams (Ossa) 13; 14: Alan Longman/Wayne Corps (Yamaha) 11; 15: Graham Campbell/Kevin Flowers (Montesa) 10; 16: Geoff Hands/Doug Cooper (Montesa) 9; 17: George Greenland/Dave Lane (Suzuki) 7; 18: Geoff Gadsby/Henry Gaunt (BSA) 7; 19: Walter Bullock/Brian Pearce (Yamaha) 4; 20: Barry Stephens/Mick Clarke (Bultaco) 4; 21: Bill and Kath Sherras (Suzuki) 4; 22: Charlie and Geoff Shopland (Bultaco) 3; 23: Arthur Lampkin/Colin Pinder (Bultaco) 2; 24: Roger and Trevor Wall (Ossa) 1; 25: Colin Hare/Doug Walstenholme (Suzuki) 1.

Bill and Kath Sherras (Suzuki)

Winter 2020 â&#x20AC;˘ Classic Trial Magazine

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Rare • Fraser Honda

MY STORY

FRASER HONDA TL 125 At Classic Trial Magazine, we are often contacted by readers when they find what they think is a special or factory rider machine. I am sure that Martin Lampkin looks down and laughs when I pick up the telephone to be told the words “I have an ex-works Martin Lampkin Bultaco”, and I ask how do you know, to be told “The bloke who sold me it said it was”; yes this does happen! Then you get a call, and you know that the guy on the phone is genuine, and this is how I came into contact with Nigel Roe. Fraser Honda trials machines are rare. I have only ever seen one that was powered by a Honda TL 125cc engine. As it happened, this was the one Nigel had in his possession. In his own words, Nigel takes us down a little Fraser Honda adventure. Words: Nigel Roe, John Hulme and Steve Wilson • Pictures: Nigel Roe and Trials Media

rom as far back as I can remember, as a schoolboy, I was mad keen about offroad motorcycling, buying magazines and making lists for my parents on machines and the clothing I would need to get me going as presents for birthdays and Christmas! I can remember there was a man called Dave, 86

a neighbour in the next street to us, who was riding trials and motocross every week. I can remember always going round and talking to him. This was my introduction to motorcycling. Little did I know at the time, how much motorcycles would influence my life.

IT’S MINE

It would be about 1979 when I noted that Dave had a little Fraser Honda TL 125. Maybe it caught my eye because it looked different. I was hooked on the machine, and somehow it became mine after a deal was made with my parents. I could not even ride it as I did Winter 2020 • Classic Trial Magazine

Fraser Honda • Rare not know how to. Dave showed me the basic idea, and I was off! Not too long after, I joined Consett DMC and, with a bit more practice on riding the Honda, I was ready to enter my first trial at Castleside Quarry County Durham. Soon after I met a new friend, Grahame Spencley — a friendship today of over 40 years, and we still love motorcycles! We would meet up at trials every Sunday, which was now the highlight of the week from the age of 13 until I was about 16. These were good times, riding the Fraser Honda TL125 and making memories that would last forever. By the time I had reached 21, a few more machines had passed through my hands, and I was a racer! Motocross had attracted me, and I had purchased a Maico 250cc. It was brilliant, but my enthusiasm got the better of me and, after two big crashes, I can still remember my father’s wise old words: “They pay you to go to work son, not to be on the sick”.

MOTORCYCLES

I used the Fraser again for a short time until I got a Montesa Cota trials model and met up with Grahame once again. It was about the time the engine was rebuilt on the Fraser. It was given a minor refurbishment before being covered up and put in the back of the garage. Around this time, my two nephews were coming to watch at trials. Soon after they both each had a Yamaha TY175. My father was showing them how to ride. My two daughters also started getting to grips with their Yamaha TY80s as time moved on to 2003. Sadly, my father passed away, but I continued to ride. It was never the same. I told Grahame I was calling it a day and I sold up. I had a very long time away from riding motorcycles, and my nephews moved from trials to motocross and then to enduro. They kept asking me to go with them, so eventually, I agreed. With the spark reignited, I bought a KTM 300 EXC a few weeks later. I was once again off-road riding.

Nigel Roe’s restored Fraser Honda. There is something about the machine that catches the eye.

RESTORATION

After all this time, the Fraser Honda was still covered up at my garage gathering dust. I would uncover the machine from time to time and turn it over, but as time passed the carburettor seized up. My long-term friend Grahame would keep saying about getting the Fraser out, give it a makeover and start riding it. After 41 years, I decided that it was time to give the machine some ‘TLC’. The first job was to find a carburettor that would fit as the standard TL one is too tall and hits the underside of the fuel tank. As it’s a part of the machine’s frame, it would be quite challenging to make more room, but I found a company who could supply one that would meet my requirements. With the new carburettor fitted and with a fair few kicks, the Fraser was brought back to life and was running. With the engine sounding good, I decided to strip the machine down and carry out some much-needed work to bring it back Classic Trial Magazine • Winter 2020

JJR Racing stickers on the Honda are Nigel’s parents’ initials, as a mark of respect for the time that they gave up supporting him in off-road riding.

Rare • Fraser Honda

Above: With a smile on his face Nigel is back in action on his treasured Fraser Honda. Top right: Yes, the machine which started this very story: the Honda TL 125cc. Right: In the Yoomee archive is an original Fraser Honda kit sales brochure!

into a good, sound running order. I sent the wheels off to be re-spoked using the original hubs and wheel rims, the seat to be recovered and the tank shield resprayed. The frame needed new steering head bearings, and, for safety reasons, I also fitted new handlebars. I wanted to keep the Fraser as original as possible, but with time, I could only use parts that were now available. Once the dust was removed, I found it still carried some schoolboy ‘scars’, which I left as they are part of the machine’s past and I remember how most of them happened! I have got lots of fond memories from the schoolboy trials in the North East Centre. With all the jobs finished, Grahame and I once again decided to get back into trials.

BACK TO TRIALS

We had entered a Consett DMC in a trial at Castleside Quarry, County Durham. It really was like rewinding the clock. With a smile on his face, Grahame said that they had to widen the flags to allow us more room to pass through the hazards. If I am honest, I really enjoyed it; it reminded me of just how good the Fraser Honda was. It rides very well and feels very precise when attempting tight, tricky hazards. The 125cc engine has more than enough power. I now plan to enter some twin-shock events around the UK. The JJR Racing stickers on the Honda are my parents’ initials as a mark of respect for the time that they gave up to support me in my off-road riding. The Fraser Honda will remain forever in the family, as it’s now become part of it.

THE FRASER HONDA

With a reputation for superior build quality, the Honda TL 125cc four-stroke trials machine was a very popular clubman level motorcycle. Many after-market people, including Sammy Miller, produced frame kits for them but the Fraser Honda was a totally different entity. As with most ideas, the Fraser Honda came from a casual chat about a Honda TL 125cc owned by Colin David Tipping in his workshop at Redditch, in the Midlands. He was talking with trials rider and engineer, Steve Wilson, and Stan Tranter about how much better they could make the machine. Steve came up with the top-tube idea. Stan, who was into fibreglass products, offered to make the cover. The four-stroke engine would be hung from the top-tube ‘spine’ to make the machine lighter. Nine pints of 88

Bulletproof; how the 125cc four-stroke engine should be described.

fuel could be held in the top tube. To give the frame a nice finishing touch, it would be nickelplated. It would be sold for £125 as a frame kit to include rear shock absorbers with springs, aluminium silencer, chain tensioner, chain tube, side-stand, complete air-filter box, dummy fuel tank with seat and footrests. Its main attribute was its good power-to-weight ratio. The complete machine weighed around the 175lbs mark. Of course, you needed a donor machine to complete the rebuild, and that would be the Honda TL 125. We have no record of how many were produced or that still exist, but they were originally made in batches of 10 with some going to Pete Edmondson. The one Nigel Roe owns is a modified MK11 kit with the front down-tubes, which was produced to accommodate the Honda TL 125, SL 125 and XL 125 four-stroke engines priced at £165. David Fraser Products did produce some other Honda specials using larger-capacity engines, which now are extremely rare machines and very collectable. Winter 2020 • Classic Trial Magazine

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Flashback • 1970

Terry Wright pictured at the SSDT on the 125 Dalesman.

MANX TWO-DAY TRIAL

THE WRIGHT MOMENT Receiving a phone call from a fellow trials motorcycle enthusiast is always most welcome at the Classic Trial Magazine office. On this occasion, it was a certain Nigel Megson; his accent immediately identified him as a West Leeds Motorcycle Club member. I had known another strong supporter of this motor club, Neville Crowther and his son Nigel from my schoolboy British Championship days; I soon recognised the name Nigel Megson. Then the name Terry Wright came up, and then my good friend, Neil Crosswaite, was mentioned; who sadly passed away in recent times. Nigel’s phone calls were so full of enthusiasm for the national Manx Two-Day Trial in 1970 (held on Saturday 29th and Sunday 30th August), I just had to generate an article from the words he supplied — and so here it is. Words: Nigel Megson John Hulme • Pictures: Brian Holder and The Crosswaite Family Collection

Winter 2020 • Classic Trial Magazine

1970 • Flashback

he solo trial on the island had 201 starters and was over two circular routes that started at 8.15am from the TT Grandstand in Douglas. The Saturday route went over the south of the island, and the Sunday route went over the north. Each route had 34 sections.

WIDE OPEN

The favourite to win was looking like the man on form in the ACU British Championship, Gordon Farley, on the much improved Montesa Cota trials model. He would be the main opposition from the south of the country, travelling to the Isle of Man, but many of the Northern ‘Stars’ would be wanting to be a part of the action. Many of the Yorkshire riders were going through a ‘Micro’ time, riding the smaller engine-capacity machines which were interrupting the success of the Spanish Armada. Anyone who has ridden in the ‘Manx’ will agree that the middle-of-the-field riding numbers are the preferred ones as the riding order is reversed for the Sunday action. The fancied riders fighting for the win would start with: Jim Sandiford (250 Bultaco), 66; followed by Dave Thorpe (250 Ossa), number 68; Nick Jefferies (200 Triumph), 75; Stan Cordingley (250 Bultaco), 76; Terry Wright (125 Dalesman), 92; Gordon Farley (250 Montesa), 126; Gerald Rathmell (125 Sprite), 142; Paul England (125 Dalesman), 160, the 1968 winner; and his good friend, Neil Crosswaite (125 Dalesman). Notable absentees from the event included Alan ‘Sid’ Lampkin who was riding a 400 Husqvarna at the Bucks Motocross Grand National down at Brill, whilst Malcolm Rathmell and Martin Lampkin were also moto-crossing in a Craven club scramble. Several other top riders missing the ‘Manx’ included Ian Haydon (Montesa), Derek Adsett (Greeves), Rob Edwards (Montesa), John Hemingway (Montesa), and Scott Ellis (Greeves). They were riding in the Clayton Trophy Trial down in Wales.

SATURDAY

Leading after the first day was Sheffield’s Dave Thorpe, who was looking to give Ossa their first victory at the Two Day. As you would expect, he had a steady day losing just three marks. Terry Wright failed to get the 125cc Dalesman up the slippery hill at Billown to part with his only marks of the day. Gordon Farley virtually blew his chance of victory parting with a five for a stop at Poylvaaish and four marks in the river at Arragon for his total of nine. By all accounts, a good night was had out in Douglas where no doubt a few pints were swallowed on this motorcycling haven which is the Isle of Man. Classic Trial Magazine • Winter 2020

Dalesman brochure from 1970

SUNDAY

With a few sore heads evident after the ‘Steady’ night out in Douglas, the riders assembled to start day two with Thorpe holding the lead. It all changed as he dropped to third at the end of the day on 16 marks lost. Despite a super effort from Gordon Farley, parting with just four marks for the day, the damage had been done on the Saturday to put him in second place on 13 marks lost at the finish. Despite suffering from the effects of the late Saturday night out, Terry Wright parted with just one more five for a stop on the difficult hazards at Tholt-Y-Wil. He retained his composure and nerve for the rest of the event, including a superb clean ride up the very steep rock climb at Sartfell Park.

YORKSHIRE WINNERS

Having checked many records, we believe that this was the one and only win in a UK National trial for Dalesman. The machines were manufactured by Pete Edmondson at Otley

Neil Crosswaite (125 Dalesman)

in Yorkshire, and Terry Wright was one of his sponsored riders, so it was a double celebration. The icing on the cake was the club team award which went to Wetherby ‘A’, comprising Terry Wright (Dalesman), Gerald Rathmell (Sprite) and John Kendrew (Dalesman).

1970 MANX TWO DAY TRIAL

RESULTS: 1: Terry Wright (125 Dalesman) 10; 2: Gordon Farley (250 Montesa) 13; 3: Dave Thorpe (250 Ossa) 16; 4: Paul England (125 Dalesman) 17; 5: Gerald Rathmell (125 Dalesman) 20; 6: Jim Sandiford (250 Bultaco) 22; 7: Gordon Lawley (125 Sprite) 23; 8: Stan Cordingley (250 Bultaco) 24; 9: John Kendrew (125 Dalesman) 24; 10: C Robinson (250 Montesa) 25; 11: Phil Clarkson (250 Ossa) 25; 12: Chris Leighfield (125 Sprite) 26; 13: D Peet (125 Dalesman) 27; 14: Billy McMaster (250 Bultaco) 30; 15: Stan Cooper (250 Montesa) 30; 16: Bill Clague (250 Montesa) 33; 17: Neil Crosswaite (125 Dalesman) 34; 18: Barrie Rodgers (250 Montesa) 38; 19: Geoff Cannel (250 Montesa) 38; 20: D Care (250 Bultaco) 39.

Locator • Find your parts dealer

PARTS LOCATOR TRAIL AND TRIALS UK Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com Location: New Gilston, KY8 5TF

2T-OFFROAD Tel: 01592 772867 Email: trials2t-offroad@hotmail.com Web: www.2t-offroad.com Location: Kirkcaldy, KY1 4DE

ANDY METCALFE MOTORCYCLES Tel: 01287 638030 Email: andymetcalfemotorcycles@gmail.com Web: www.andymetcalfemotorcycles.com Location: Guisborough, TS14 7DH

AG BIKES Tel: 01748 886356 Email: gebrownson@f2s.com Location: DL11 6NH

BIRKETT MOTOSPORT Tel: 01229 716806 Email: nigel.birkett@talk21.com Web: www.birkettmotosportukltd.co.uk Location: Broughton in Furness, LA20 6EZ

RAS Tel: 01487 711720 Email: andrew@rassport.com Location: Brighouse, HD6 1LH

TRIALENDURODIRECT Tel: 01298 766 813 Email:sales@trialendurodirect.com Web: www.trialendurodirect.com Location: Buxton, SK17 9JL

JOHN LEE MOTORCYCLES Tel: 01933 312827 Email: johnlee.mc@btconnect.com Web: www.lee-motorcycles.co.uk Location: Higham Ferrers, NN10 8BP

BVM MOTO Tel: 01453 297 177 Email: sales@bvm-moto.co.uk Web: www.bvm-moto.co.uk Location: Stroud, GL5 5EX

TWINSHOCK SHOP Tel: 01395 514287 Email: sales@thetwinshockshop.co.uk Web: www.thetwinshockshop.co.uk Location: Sidmouth, EX10 9DN

RCM TRIALSPORT Tel: 01209 820896 Email: rcm-trialsport@hotmail.com Location: Redruth, TR16 5PN

Winter 2020 • Classic Trial Magazine

Andy Metcalfe Classic Trial Mag 0816 copy.pdf

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Classic Trial Magazine • Winter 2020

TRIALS M A SUPERB

NEW!

From Spanish model manufacturer, TrialReplic, in association with Yoomee, present its range of 1:6 scale size replica trials motorcycles exclusively for sale in the UK. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production.

The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast. Get yourself along to the website: www.yoomee.co.uk and start collecting these exciting models or call: 01663 749163 for more information. Each model is priced at £69.99 including FREE P&P – UK only. Order before Christmas and you’ll receive a FREE S3 neck warmer worth £11.99.

ORDER BEFORE CHRISTMAS AND RECEIVE A FREE S3 NECK WARMER WORTH £11.99

Honda TLR

Very much a part of the classic trial’s scene in the modern world, this machine, the Honda TLR is the starting point for many of today’s highly modified fourstroke machines.

Ossa Mick Andrews Replica

This Mick Andrews Replica model is a fitting tribute to the man who developed the Spanish Ossa, ‘Magical’ Mick Andrews.

ORDER YOUR MODEL TODAY!

MODELS B CHRISTMAS GIFT Honda RTL RED

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Montesa Cota 247

Cota 247 Ulf Karlson Replica

We all remember the winning years of this machine in the hands of the FIM World Trials Champion Eddy Lejeune from Belgium and ACU British Trials Champion Rob Shepherd.

With a long sporting history of over 75 years the Cota 247 is the trials model that put the name of Montesa on the road to its worldwide trial’s success.

In the USA, the four-stroke RTL ‘Team’ machines carried this white and red colour scheme as ridden by the late Marland Whaley.

A fitting tribute to the man that this Montesa replica model is named after, Sweden’s Ulf Karlson who gave Montesa early European success.

www.yoomee.co.uk/product-category/trialreplic or call: 01663 749163 TO ORDER OVER THE PHONE Yoomee Ltd, 48 Albion Road, New Mills, Derbyshire, SK22 3EX

Superstore • In the world of Trials

SUPERSTORE

Trial Magazine, in association with motorcycle trials literature specialist, Yoomee, can now bring you a selection of books dedicated to motorcycle trials. 01 DVD: 2019 CLASSIC REVIEW

Enjoy the 2019 Classic season review in your own home. £19.99 inc. P&P

02 MOTORCYCLE RETRO REPLAY MAGAZINE

EDITION 01 | YEAR 2018

NEW

03 A COMPLETE GUIDE TO MOTORCYCLE TRIALS

Produced by Yoomee for Steve Saunders it covers every aspect of the sport. The book is A4 size in full colour, 134 pages and comes in the semi hardback format. £19.99 inc. P&P

EDITION 01 | YEAR 2018

04 MOTORCYCLE COMPETITION SCOTLAND 1975–2010 100 pages covering all aspects of the motorcycle sport in Scotland. The book is A4 size and comes in the semi hardback landscape format from the Trials Guru, John Moffat. £19.99 inc. P&P

Look after the one you love by saving your Classic Trial Magazine collection year on year, the binder holds 12 issues. (Magazines not included). £9.99 inc. P&P

A PICTOR IAL HISTOR Y OF MOTOR CYCLE SPORT S

THE GOLDEN AGE 1965-1985

A PICTORIAL HISTORY OF MOTORCYCLE SPORTS • THE GOLDEN AGE 1965-1985

Take a step back in time to 1965– 1985. A golden age of motorcycle sport. A4 Size. 132 Pages. £10.98 inc. P&P

05 SAVE YOUR COLLECTION WITH A CLASSIC TRIAL MAGAZINE PROTECTIVE BINDER

ISSUE 01: 2018 • UK: £8.99

ENDURO

Motorcycle Retro Replay Issue 1.indd

•

MOTOCROSS

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ROAD

RACING

•

TRIALS

1 31/10/2018 09:52

06 CLASSIC TRIAL MAGAZINE GYM BAG

Whether it’s going to the gym or carrying that waterproof riding kit this drawstring bag is ideal for the trials rider. £9.99 inc. P&P

07 LOCHABER SCOTTISH SIX DAYS TRIAL 1909 2011

Yoomee produced this superb collection of over 200 images with over half in full colour. The book is A4 size and comes in the semi hardback landscape format. £19.99 inc. P&P

08 DVD THE 2019 PRE-65 SCOTTISH

Enjoy the atmosphere of this iconic event in your own home on this excellant CJB production. £19.99 inc. P&P

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU 96

Winter 2020 • Classic Trial Magazine

In the world of Trials • Superstore

GREAT GIFT IDEAS FOR CHRISTMAS

FROM ONLY

£9.99 EACH INCL. FREE UK P&P

TO ORDER

Order securly at www.trialmaguk.com/shopfront/ or fill the form below and return to: Trial Magazine, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. Tel: 01663 744766 or email england@trialmag.com 01 n DVD: 2019 Classic Review 02 n Motorcycle Retro Replay Magazine 03 n A Complete Guide to Motorcycle Trials 04 n Motorcycle Competition Scotland 1975–2010 05 n Classic Trial Magazine Protective Binder 06 n Classic Trial Magazine Drawstring Gym Bag 07 n Lochaber Scottish Six Days Trial 1909–2011 08 n DVD: The 2019 Pre-65 Scottish For Europe and Worldwide P&P, please place your order at: www.trialmaguk.com/shopfront/

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VISITED OUR ONLINE SHOP AT TRIALMAGUK.COM? Classic Trial Magazine • Winter 2020

#take it to the line

CHRIS KOCH -

KIA NATIONAL TWINSHOCK CHAMPIONSHIP HILLSBOROUGH