Classic Trial Magazine Issue 36 Spring 2021 by Trials Media

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

1957-2021

MANUEL SOLER

SUPER SHOP

Spring 2021

ISSUE 36 • UK: £6.99

COMERFORDS COMPARISON PROJECT BULTACO HONDA TLR 200/250cc PROJECT

COMPARISON 1971 SSDT

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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 © 2021 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

Photo: 1979 Finland. Winner: Manuel Soler (Bultaco-ESP) the first Spanish winner of an FIM World Trials Championship round. Photo credit: Toon Van De Vliet Front Cover: Manuel Soler (Bultaco-ESP). Photo credit: Xavier Bisbe (ESP)

Spring 2021 • Classic Trial Magazine

Trial Magazine• Welcome

WELCOME

FEATURES

COMPARISON Honda TLR 200/250

CLASSIC COMPETITION 22 1971 Scottish Six Days Trial

PROJECT

FIRST WIN

TURNING JAPANESE

REMEMBERING

SHOWTIME

BEST OF BRITISH

SUPER SHOP

CONVERSION

Bultaco

Norman Eyre

Gollner Yamaha Chris Milner Milan Italy

Walwin Motorcycles Comerford’s

Whitehawk Yamaha TY 80

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Classic Trial Magazine • Spring 2021

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News • The world of Classic Trials

MANUEL SOLER 1957–2021 2021 ROCKSHOCKS The global trials community mourned the passing of Spanish icon Manuel Soler who died in late January. He was 63. The first Spaniard to win a round of the FIM Trial World Championship when he claimed victory in Finland in 1979 on a Bultaco, Soler was a fourtime Spanish champion who inspired an entire nation of trials riders. He also became the first Spanish rider to win a Spanish FIM World Trials Championship round on a Spanish machine, a Montesa, in February 1981. A member of the famous Bulto family, Soler started riding at an early age on custom-built, small-scale Bultaco and earned the affectionate nickname ‘El Monstruito’ which translates as ‘The Little Monster’. As well as his considerable sporting successes, he played a significant role in the development of the marque’s trials models. When Bultaco ceased production, Soler switched to Montesa, where he claimed a further three world championship victories that all came in 1981, his most successful season in the FIM Trial World Championship, when he finished fifth overall and led the series after the opening round. In total, he scored 12 podium finishes at the sport’s highest level. Soler was also very active within the RFME for the last decade and a member of the CTE and FIM CCR.

PRE-65 SCOTTISH

As already announced, due to the current coronavirus restrictions still being in place, the Edinburgh & District Motor Club Board of Directors have decided to cancel both the Pre65 Scottish and the Scottish Six Days Trial for 2021. This decision was not taken lightly, with committee members from both events wanting them to take place, but the sensible and responsible thing to do was cancel. The Pre-65 Scottish Trial Committee has now had a virtual-video meeting to discuss how they deal with those entrants who had an entry for the 2020/2021 trial. Due to the uncertainty at present about how long we are likely to be under restrictive guidelines that prevent our sport taking place the committee would like to delay making a decision until May/June 2021, when they will see how the vaccine is rolling out and if restrictions are easing before they decide whether or not it is feasible to carry entries over for a second time or scrap the entry and refund all monies and then start afresh for 2022. If you have an entry for the 2021 trial and do not wish to ride in 2022 or wait for a few more months until the position regarding restrictions is more apparent, you may email: sec@pre65scottish.co.uk to withdraw your entry and a refund will be sent out to you now. Please clearly state your name and riding number in the email.

CLASSIC TRIALS CHAMPIONSHIP

Although they only had one championship round last year, they have been busy looking to the future. They have Kia to thank for their support over the previous six years. Still, with the inevitable move to electric vehicles, it was no longer appropriate to support their marketing campaign and the championship. Gary Fleckney, from Rockshocks, rides in the classic trials and has agreed to sponsor the series for the next three years. Dave Woods, also a regular competitor in the series, has taken on the mantle of renewing the website. Take a look at the new website, designed with the rider in mind and to be easy to use: www.rockshocksclassictrialschampionship.com

SAMMY MILLER MUSEUM SHOP

CLASSIC TRIAL NECK WARMERS We would like to apologise to any new subscribers who are waiting for a Classic Trial Magazine neck warmer as part of their subscription offer. Due to subscription demand and a shortage of material with the suppliers (caused by Covid-19), we simply ran out of stock in mid-December. We should have them back in stock very shortly. All the envelopes are ready to go to the new subscribers so as soon as the next batch arrives, we will send out the neck warmers.

YOUR CLASSIC TRIAL MAGAZINE

Due to the ongoing Covid-19 pandemic and the Brexit restrictions, you may need to wait a little longer then usual for your copy of Classic Trial Magazine with both UK and overseas orders. We are experiencing time delays beyond our control, especially for overseas orders. Please be patient as everyone is working hard to resolve problems. Once the magazines leave the printer, we have no control over shipping. We can only apologise and thank you for your ongoing support. We are very proud that, despite Covid-19 restrictions, we have continued to deliver your favourite Classic Trial Magazine read and maintain the high quality of the articles and pictures that you have come to expect from our passionate and dedicated team.

Although the Sammy Miller Motorcycle Museum is closed due to current lockdown restrictions, the Museum’s PR director, Viv Brackett, has been in touch to say the new ‘Museum Shop’ is live and ready to take orders on the Museum’s website. To access the Shop, visit www. sammymiller.co.uk and click on ‘Shop’. From there you will be able to view the full range of the Museum’s merchandise and more. When lockdown is over, more items will be added regularly. If you cannot see what you want, send them an email, and they will contact you within a couple of days. Viv: “We have plenty of great gift ideas for everyone, and you can purchase gift vouchers and admission tickets to the Museum through the Shop, they make great presents for whatever the occasion and can be personalised and signed by Sammy”.

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU VISITED TRIALMAGUK.COM? 6

Spring 2021 • Classic Trial Magazine

WHEN THE GOING GETS TOUGH!

THE TYRE OF choice for the toughest AND wettest terrain! Grip and strength Adapted to suit all terrain, it’s been the choice of both pros and amateurs for many years. Light and flexible A light, flexible tyre for ease of handling and secure grip. To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike

Trials Guru • John Moffat

2013 Team Bultaco: Highland Classic Two-Day

TRIALS GURU

SHINING THE LIGHT AT THE END OF THE TUNNEL

Planning is an important part of life, whether it be in business, personal or even recreation. Plans can be detailed or simple. They can also be easily scuppered. 2020 took the wind out of everyone’s sails big time, with plans left in tatters. In the UK, we saw the cancellation of the Scottish Six Days Trial, the Scott, most nationals, and a plethora of club events as never before experienced apart from in wartime. Then, on the 19th January, we received news that simply took the wind out of our sails. The classic trials world was stunned to learn of Manuel Soler’s passing. The four-time Spanish National Champion (1974–1977) was 63. Words: John Moffat • Pictures: Mike Rapley and Donald Young

Manuel Soler 1957-2021

got to know Manuel when competing at the Robregordo Two Day trial near Madrid, Spain, in 2006. I admired his riding style when I watched the 17-yearold Soler at the 1974 Scottish Six Days. That year he rode number 37 on the special Bultaco model 133 Sherpa, a machine only supplied to factory riders. In subsequent years, I made a point of watching him when he came to Scotland as part of the Bultaco contingent. Manuel was a very approachable individual, full of fun. In fact, a bit of a ‘playboy’; one of those characters that added a splash more colour to the proceedings. He was a member of the extended Bulto family. Being a Grand-Nephew of the Bultaco founder, FX Bulto, and the son of Juan Soler Bulto, who helped develop the Bultaco Sherpa prior to the signing of SH Miller in November 1964. Once he got to know you, Manuel Soler was the sort of person who spotted you in a crowd and shouted out your name, embracing you with arms outstretched and a broad smile on his face before slapping you on the back and uttering the words: “Come on John, let’s get a beer”. When our club organised the 2013 Highland Classic Bultaco Edition, Manuel was delighted to be invited as one of the Bultaco Classic Team along with Charles Coutard, Javier Cucurella, Jaime Puig, Ignacio Bulto, Yrjo Vesterinen, Dave Thorpe, and ‘team manager,’ Oriol Puig Bulto. Manuel was the life and soul of the party and watching him ride the Alvie Estate rocks, one realised what a smooth, steady, and competent trials rider he really was. Spring 2021 • Classic Trial Magazine

John Moffat • Trials Guru

2019 SSDT: John Moffat

2013 Highland Classic Two-Day: Manuel Soler (Bultaco-ESP)

‘Vesty’ loaned him a 325 Sherpa, and with its soft power, Manuel literally made it talk. He was so much at one with that motorcycle, I could have watched him all weekend. When we took part in the Bultaco Revival trial at Sedbergh in 2017, we shared a room at a farmhouse bed and breakfast. What a laugh we had, but boy could he snore! Manuel Soler was a shining light, and it is very sad that that light has gone out.

PULLING THE PIN

Unfortunately, the organisers of the Scottish Six Days again had to make the weighty decision to pull the pin. The 2021 event is not happening for a variety of reasons, not least the global pandemic. One factor is the fuelling activity undertaken by the Army. As we all know, the armed forces have been mobilised to assist the nation. There is a lot to consider and discuss, not least the responsibility factor associated with running such a significant event. We can only hope that October is far enough down the line to ensure the return of that other great event, The Scott. Now that would be something to look forward to indeed. I hope the Richmond Motor Club are willing and able to run the 2021 trial, and if they do, I will happily lend them a hand if required.

WAITING

2013 Highland Classic Two-Day: John Moffat (Bultaco)

Classic Trial Magazine • Spring 2021

I have been heavily involved with my local club’s planning committee for the 2021 Highland Classic Two-Day. At the time of writing, we have obtained the FIME registration number and are making plans to run the event in June this year. We will try extremely hard to achieve a favourable outcome; only external factors could cause its cancellation. It is not foolhardy, as we carefully consider all the ramification; we understand that all events are indeed different. One can only plan according to the requirements of the event you have. You cannot base decisions on other similar events which have different challenges to meet. One thing is certain, we need to see that light at the end of the dark tunnel and having a plan is the way to reach that light and create favourable outcomes. 9

2007 Showtime • Caught on camera

SMILE

CAP MAN

OSSA

COTTON

GREEN IS GO

SPRITE

STAG

WALWIN

WRIGHT ON

Spring 2021 • Classic Trial Magazine

Caught on camera • 2007 Showtime

GAUNT JAWA

GOLLNER

SHS

TLR

HANDSHAKE

MAGAZINE MAN

MOTO SWM

SHOWTIME

Classic Trial Magazine • Spring 2021

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Spring 2021 • Classic Trial Magazine

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Comparison • Honda TLR

HONDA TRL 200 or 250

IT’S YOUR CHOICE The Honda TLRs are often the most ‘pimped out’ ride in the paddock – owners lovingly upgrade their machines and revel in the muted sound of a four-stroke exhaust; music to their ears at any cost. What is the difference between the two models other than 50 cubic centimetres? Read on to find out that there’s more than you think! Words: Matt Heppleston • Pictures: Aender Brepsom

n the early 1970s, we witnessed the big four Japanese manufacturers — Honda, Kawasaki, Suzuki and Yamaha — getting into the trials market. Honda, being the largest, engaged with Sammy Miller. Together they introduced the humble TL125; light, gentle and incredibly reliable. It was never a great machine, but if you wanted a four-stroke, your options were very limited. Later came the TL250. It was a proper trials model that evolved into the factory 305 machine. Still, like all the very successful machines to follow, most notably with Rob Shepherd and Eddie Lejeune, 16

they were never sold commercially. Honda continued to supply the customer market with derivatives of the TL125, either as the Seeley-framed 200 or the more home-market RS 200, 220 or 250. However, the trials world changed overnight with the arrival of the Yamaha TY250 monoshock in 1983. All the other manufacturers saw the light, and by 1986, they had all gone ‘mono’ as well. In 1985, Honda introduced the RTL250, which was hailed at the time as being as close to perfection as possible. Lejeune and Steve Saunders’s factory Rothmans team got something even more special, but that is

another story. The RTL250 was a very limited-edition machine; for example, the UK got 10 per year. As the price was astronomical compared to everything else, they were intended to be given to dealer-sponsored experts or those with very deep pockets. Strangely, Honda was also producing the TLM two-stroke mono-shock range in capacities gradually increasing from 200, 220, 240, 250 and then to the final 260 version. These were actually pretty decent machines but, again, with limited imports to the main markets of Europe. They sold in large numbers in Japan and Asia. Spring 2021 • Classic Trial Magazine

Honda TLR • Comparison

Honda TLR 250.

Honda TLR 200.

TWIN-SHOCK TLR

The TLR200 and 250 were introduced for the 1984 season. They were still based on the humble TL125 four-stroke engine that had grown into the trail orientated 200 version, and the 250 for competition. Despite their relatively late arrival, they were still fitted with twin-shocks, and they seemed to be squarely aimed at the clubman market for those who still wanted a four-stroke. To my mind, Honda had the most extensive and most confusing trials model range possible! In today’s classic trials world, the TLRs are possibly the most modified and ‘flashy’ ride in the paddock. The level of investment and modifications could only be undertaken by the most committed of owners. I own a 200 version, which I rode for a couple of years a while ago without developing any emotional attachment in any way shape or form! I am much happier with my Yamaha TY175, thank you very much. Happily, I had the opportunity to test a 200 and 250 back-to-back. Both had been modified in very similar ways, whilst retaining most of the factory differences. The machines themselves have been assembled from some of the best upgrades available on the market and are a real credit to their owner.

DETAILED DIFFERENCES

Let us look a little more deeply at how the two models differ. On the surface, there is the obvious capacity increase and a smaller fuel tank on the 250. However, the changes are much more fundamental than that. To better understand the differences, we need to dig deep into the very comprehensive Honda factory service and repair manual. Classic Trial Magazine • Spring 2021

Two very well-presented modified Honda TLR models. In this test the 250 has the black engine and the 200 the silver engine.

CHASSIS

One of the most significant changes everyone seems to make to the 200 is the headstock angle and footrest position. The manual gives, for the 200, a caster angle of 26°30 and a trail of 86mm, whereas the 250 has a caster angle of 24°30 and a trail of 78mm, so already we find a substantial difference between the two. The headstock is standard on both test

machines, but the footrests have been lowered into identical positions. The only other major chassis difference is the fitting of the exquisite AJG Engineering aluminium swingarm to the 200 version. It is 20mm longer than standard and weighs almost 2,000g less than the standard steel version fitted to the 250. To create a more modern, upright riding position, both Hondas have billet top yokes. 17

Comparison • Honda TLR

The 250 has a trials-developed gearbox, with the first three ratios much closer together than the 200.

A new Cotton carburettor fitted to replace the worn standard unit worked very well.

In both test machines the headstock is standard but the footrests have been lowered into identical positions.

Handlebars are, of course, Renthal with a sixinch rise, and S3 Trifix grips are used. On the suspension front, both have an identical setup that has been substantially upgraded from standard. The Hybrid Fork Suspension PRO has been grafted into the 35mm Ǿ front forks. The PRO kit is an upgrade to the tuning and control of the standard hydraulic system, which uses an air cartridge and a new spring tuned to the individual rider’s weight. The cartridge pressure is set using a hand pump; it basically depends on rider weight and riding preferences. These are all defined in the installation manual. The very well-known and respected Rockshocks [www.rockshocks.co.uk] are fitted on the rear, and again the units are supplied custom-built to the machine and owner’s weight. Brakes on both machines were the 18

On the suspension, both have an identical setup that has been substantially upgraded from standard to the 35mm Ǿ front forks.

At the rear are fitted the very well-known and wellrespected, high-quality Rockshocks from Great Britain.

TLR250 hubs, stainless spokes and Excel rims. Topping off the chassis is the Gollner Honda style tank-seat units with a three-litre alloy fuel container.

ENGINE

Things are much closer to standard in the engine department, with the motor and airfilter box being standard Honda and a new Cotton carburettor fitted to replace the worn standard unit. In the photos, the 200 engine is silver and the 250 black. Looking carefully, you can see the larger external fining on the 250 barrel as these engines do tend to run quite hot. A ‘top tip’ is to use a very high-quality motorcycle-specific engine oil such as Putoline Ester Tech 4+ or Rock Oil Synthesis XRP and change it often. The manual shows that the six-speed

gearboxes and primary drive fitted are completely different – the 250 has a gearbox developed for trials, with the first three ratios much closer together than the 200, the primary reduction between the engine and clutch basket being much lower as well. A minor variation from standard is the respective gearing of 10 x 48 on the 200 and 9 x 44 on the 250, which is as close to identical as to make no difference. Different exhaust systems are fitted with the S3 titanium front pipe [www.S3parts. com available in the UK from www. trialendurodirect.com]. The 200 has a DEP system fitted, whereas the 250 has the fabulouslooking Mitani silencer. They both function as you would expect and keep the noise down whilst also letting the engine rev as it should, to deliver that ‘music to your ears’ four-stroke symphony. Spring 2021 • Classic Trial Magazine

Honda TLR • Comparison

If you look carefully you can see the larger external fining on the 250 barrel as these engines do tend to run quite hot.

Finishing off the chassis is the Gollner Honda style tankseat units with a three-litre alloy fuel container underneath.

Was there anything I didn’t like too much? The answer is the brakes, it is just that they do not stop you dead in your tracks; it is more of a steady retardation, and especially the rear.

Different exhaust systems are fitted but both use the lightweight S3 parts titanium front pipe.

TESTING

The test area was super-dry, baked earth which had not seen rain for many a month. It was covered in a very fine coating of dust and small stones which meant throttle control was at a premium. First, I jumped aboard the 200cc version, as this is the baseline model and the most popular — and possibly the most available on the market. Everything came perfectly to hand and was very modern in its feel. All the controls worked smoothly and, I have to say, I started to revel in the suspension’s performance. The front forks are plush with a soft action for the first part of the travel, which had a noticeable progressive control right to the end of full deflection, and this is mirrored by the superb Rockshocks that also felt very plush and confidence-inspiring. These comments Classic Trial Magazine • Spring 2021

A fabulous-looking Mitani silencer adorns the 250.

apply equally to the 250 model. I am seriously thinking of upgrading the forks on some of my machines, as I thought the improvement was very noticeable. On transitions between downhill turns into a tight uphill this smoothness had major benefits in weight distribution.

FOUR-STROKE

The four-stroke engine is very smooth as well; it plods along with just a whiff of the throttle. In these situations, I didn’t need to resort to the clutch at all. When needed, this example was smooth in its engagement, which is not always the case; both machines are fitted with Barnett Kevlar clutch plates. Honda will also sell you an anti-judder kit for the standard clutch plates. Keeping a relatively high tick-over also helps

me, as it mitigates the dreaded four-stroke cough that has ruined many a ride. In terms of the TLR200 power and what I was riding there was more than enough; a good blip of the throttle had me up everything easily. These machines come into their own in very muddy conditions where grip is at a premium, as I know from my previous experience. One thing that anyone coming from a twostroke will notice is the extreme engine braking. At the top of a step you need to keep a little throttle opening and not snap it shut like on a two-stroke otherwise you may just come up short. Second gear was a noticeable difference from first and is the highest I would want to ride in a ‘nadgery’ section. Third is just too high for me unless it is flat out in bottomless mud or on a big climb where the risk is the motor runs out of steam. 19

Comparison • Honda TLR

Both machines are fitted the with TLR250 hubs providing the brakes.

Black gives the TLR 250 a ‘Stealth’ appearance.

Power from the TLR250 was a revelation, the extra capacity gives a small but noticeable increase in power which is delivered slightly lower down the rev range.

FINAL QUESTION

Race ready: the TLR 200.

REVELATION

In terms of the TLR200 power and what obstacles I was riding there was more than enough; a good blip of the throttle had me up everything easily.

The TLR250, however, was a revelation. The extra capacity gives a small but noticeable increase in power, which is delivered slightly lower down the rev range; the longer stroke will help with the increased torque. The power output is given as 15PS @ 6,000rpm for the 250 as opposed to 13.4PS @ 6,500rpm for the 200. It did translate into increased confidence on bigger climbs; however, the biggest shock was that I could use three gears in sections. I was amazed how useable third gear was; I could potter along the bottom of a climb and then smoothly accelerate to flat out where I even managed a little jump for joy when clearing the lip of a short sharp climb! Was there anything I didn’t like too much? The answer is the brakes. My own Honda has a bigger Reflex model front hub, combined with a shorter heavyduty brake cable and a longer CR model rear brake arm. To me, they are much sharper and more confidence-inspiring. The TLR250 hubs fitted to both models work well; it is just that they do not stop you dead in your tracks. It is more of a steady retardation, especially in the rear, which I am sure would benefit from a longer brake arm, perhaps one last thing to develop for the aftermarket boys ha-ha.

The final question will be ‘does the head angle make much of a difference?’. Indeed, the 250 has sweeter steering, being more precise on turns; however, the 200 is in all honesty not that bad. Yes, you need more force to get the machine to turn, but riding up rocky stream beds where it holds its line superbly, or off big drops where there is no fear of tucking under is a worthwhile consideration. For the record, I never had my machine modified, only changing the footrest position. So, there you have it, two apparently identical machines that ride very differently, given that there are only small external differences between the two models. At the end of the test, the owner asked me which one I wanted to buy, and I did not hesitate in choosing the TLR250. The engine is a revelation. The combination of increased power and torque, combined with a gearbox with proper trials ratios and a sweet-steering chassis raises it above its smaller stablemate. In all honesty, there is nothing particularly wrong with the 200. For me, the 250 is just a much better trials motorcycle. C

CMY

HONDA TLR200 & TLR250 SPECIFICATIONS

TLR200 TLR250

FRAME

Diamond Diamond

WHEELBASE

1,315mm 1,315mm

CASTER

26°30 24°30

TRAIL

86mm 78mm

SUSPENSION TRAVEL Front Rear

160mm 160mm 150mm 150mm

GROUND CLEARANCE 300

310

ENGINE

Air-cooled, Air-cooled, four-stroke four-stroke

BORE X STROKE

65.5 x 57.8

DISPLACEMENT

70 x 64.9

194cc 249cc

MAX. HORSEPOWER 13.4PS@ 15PS@ 6,500rpm 6,000rpm MAX. TORQUE

1.8kg@ 4,000rpm

2.0kg@ 4000 rpm

TRANSMISSION

6 speed

PRIMARY REDUCTION 3.333 4.056 GEARBOX RATIOS 1

2.769 2.500

2.062 1.941

1.500 1.500

1.131 1.227

0.960 0.923

6 Your choice, a 250 or 200?

Sprockets F x R

0.814 0.786 10 x 48

9 x 44

Spring 2021 • Classic Trial Magazine

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Classic Competition • 1971

It’s a ‘White Out’ as the sheep invade the Gorgie Cattle Market in Edinburgh during the Weigh-in for the 1971 Scottish Six Days Trial on Sunday the 2nd May 1971. The day was enjoyed in the spring sunshine as friends old and new reunited for this annual highland event.

SCOTTISH SIX DAYS TRIAL

ONE LESS WINNER With news breaking late December 1970 that Sammy Miller would be retiring from mainstream trials meant there would be one less potential winner for the 1971 Scottish Six Days Trial. He would still be at the event but in the capacity of team manager for Bultaco. With six riders in two teams, he would have his hands full mind. In the Bultaco A-team were Geoff Chandler, Paul Dunkley and Malcolm Rathmell, and Alan and Martin Lampkin joined by Jim Sandiford in the B-team. Both teams would be riding the new 250 ‘Slimline’ Bultaco Kit Campeon models, apart from Paul Dunkley on the Sammy Miller-inspired machine. With no official entries from the once-mighty BSA, Mick Bowers and Ross Winwood rode their own machines. Also on show for the first time in the UK was the new Cota 25 model which was used by ‘Ace’ cameraman Nick Nicholls as paddock transport. Team Saracen had three riders proudly displaying its 125 model in its bright red colour scheme. What was missing from the Gorgie Cattle Market in Edinburgh was the lack of four-stroke noise; they were rare among the entry of 246 riders. Words: Classic Trial Magazine • Pictures: Brian Holder. Classic Trial Magazine would like to acknowledge the Trial Guru, John Moffat, for his input and assistance to help generate this feature.

Pictured is the Bultaco A team of Geoff Chandler, Malcolm Rathmell and Paul Dunkley with Sammy Miller second from right. Miller won this great event in 1962, 1964, 1965, 1967 and 1968 and, along with James Dabill, are the only two riders to ever win the event on two and four-stroke machines; Miller on Ariel and Bultaco, and Dabill on Montesa and Beta.

Some of the SSDT committee members, Kevin McColm, Jim McColm (SSDT Secretary), George F Simpson (E&D Chairman) and Geoff Smith (Clerk of Course) talk about the trial as the week progresses.

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1971 • Classic Competition

This is the Bultaco B-team, with Jock Wilson on the left and the riders Alan and Martin Lampkin joined by Jim Sandiford. All three riders had ridden fourstroke BSA machines at some point in previous events with Alan ‘Sid’ Lampkin the 1966 winner.

Yes, it’s a UK manufacturers’ team entry from Saracen. On the left is Steve Wilson, team owner, David Brand, Jack Galloway and the ever-smiling Jon Bliss. Would you believe it, Sammy Miller, on an Italian Ducati at the Scottish Six Days Trial? This superb machine was the work of the late, great Peter Gaunt, a master engineer and fabricator when it came to producing trials specials.

The late, great and well-respected cameraman Brian ‘Nick’ Nichols carries the number One plate as the Montesa Cota 25 makes its official UK debut. It was the start of the official production of a machine to cater for the younger rider. The Cota 25 very much mirrored its bigger brother, the Cota 247.

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1971 • Classic Competition

SCOTTISH SIX DAYS TRIAL

MAGICAL MICK (AGAIN) In less than five years, who would have believed that there would not be a single machine powered by an engine from Great Britain in the top five at the Scottish Six Days Trial? As the Spanish armada of Bultaco, Montesa and Ossa continued to invade the UK shores ‘Magical’ Mick Andrews (Ossa) showed them all who was the boss with a superb clear victory for the second time in a row. Words: Classic Trial Magazine, Mick Andrews, John Moffat and Sammy Miller • Pictures: Brian Holder and Eric Kitchen

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1971 • Classic Competition

Gordon Farley (250 Montesa): The ‘Pundits’ predicted the fight for the victory to be between Andrews and Farley, and they were not wrong. It’s interesting to note that Mick Andrews never won the ACU British Trials Championship and Gordon Farley never won the SSDT; two great riders.

It was not an easy victory for the Derbyshire Ace, Mick. Machine problems at the start of the week left him with an uphill climb as he made his way to the head of the leaderboard on day four (Thursday) with a faultless performance. He never looked back, as he gently opened up a winning score over the last two days as the current ACU British Trials Champion Gordon Farley (Montesa) took the runner-up spot after a tie-break decider with Malcolm Rathmell (Bultaco). Ex-motocross rider, Rathmell, had taken the lead on day one, parting with no marks, before Farley headed the way on days two and three. It was left to Jack Galloway on the 125cc Saracen to uphold English honour as he came home in a magnificent eighth position on the Sachs-engined machine manufactured in Great Britain. Jack won the 125cc cup as good-old English manufacturer Greeves took the 175cc cup with a machine powered by an Austrian Puch engine. As Andrews won the 250cc prize for Ossa, it was an Anglo-Italian machine, a 350cc Ducati built by Peter Gaunt, that won the 350cc cup. Of the Spanish armada, the Montesa A-team consisted of Gordon Farley, Rob Edwards and Lawrence Telling; they won the much soughtafter Blackford Challenge Trophy for the best manufacturer’s team. With Sammy Miller, the five-time winner of the SSDT, now attending as Bultaco’s team manager, many thought it would open up the door for a fight between the new ACU British Trials Champion Gordon Farley and Mick Andrews; and they would not be wrong. Farley had wrestled the British title from the 11-time champion Miller in 1970 and led the championship after the opening four rounds. He confessed that he felt ready to challenge for a first highland win for Montesa.

Martin Lampkin (250 Bultaco): Riding the new 250cc ‘Slimline’ Bultaco Kit Campeon model, he produced his best ride of the day on the Wednesday.

Malcolm Rathmell (250 Bultaco): It’s concentration all the way as he cleans the dreaded Pipeline sections on Wednesday afternoon in the sunshine.

Dave Thorpe (250 Ossa): On the two-year-old Ossa he had ridden to seventh position in 1970 and he moved up to a fighting fourth in 1971. Seen here checking the tyre pressures on the lower slopes of Ben Nevis.

With the might of British motorcycle manufacturers now well and truly out of the way, it was down to a small cottage industry of manufacturers of ‘Micro’ machines to try and uphold the UK honour; in truth, it was never going to happen. The Spanish manufacturers had arrived and were here to stay; the majority of the entry were on the European machines. These three motorcycle manufacturers very much valued the exposure a win at this prestigious event would give them. Both Bultaco and Montesa entered two teams with Ossa just the one. Other manufacturers’ entries came from Greeves: Mick Wilkinson, Scott Ellis and Derek Adsett, with the Saracen team, made up of Steve Wilson, Jon Bliss and Jack Galloway. International interest was still gaining momentum, and a Japanese rider had entered for the first time. Twenty-three-year-old Toshi Nishiyama was a national trials and motocross champion in Japan and had come over early, having arrived in January to spend six months in Great Britain. He had stayed at Bob Gollner’s house in preparation for the event. He was one of eight international overseas entries in the competition. Interestingly there was a huge influx of first-time riders; a whopping 76 wanting to try their luck in this famous event. Once again the entry was a very healthy 234 riders, making the Edinburgh and District Motor Club Ltd very happy with this total, including 21 Irish riders who would be making the short crossing across the Irish Sea to do battle in Scotland. Six days of challenging, enduring riding faced the riders who would set out on Monday morning from Edinburgh to Fort William, where the trial would be based on Loch Linnhe’s shores, before the trial returned to Edinburgh on the final day.

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1971 • Classic Competition

Rob Edwards (250 Montesa): Always a strong performer in the event and part of the manufacturer’s winning team for Montesa.

Jack Galloway (125 Saracen): Breaking the Spanish manufacturers’ monopoly on the top positions, this was a superb effort on the 125cc ‘Micro’ machine to take the capacity win.

DAY ONE, MONDAY – 151 MILES: 24 SECTIONS

In a first for this event, mainstream coverage of the six-day trial at the start area would add a touch of glamour for the secretary of the meeting as the television cameras greeted Jim McColm with a live transmission. For once, the sun was shining as the first riders headed out at 8.00am! The main spectator group of the day would be at the group of four sections named Edramucky then, after lunch, check at Killin. Riding at number eight, it was Geoff Chandler (Bultaco) who took the first round of applause for his single-mark loss over the slippery rocks followed by Rob Edwards (Montesa). Edwards had already parted with a five in an earlier section when the throttle had come loose on the handlebars. Last year’s winner, Mick Andrews, was soon in trouble on the Ossa. After parting with a single mark, the Spanish machine crashed into the rocks as the suspension bottomed out and locked the rear wheel against the swinging arm. A new chain had been fitted before the event and had moved the rear wheel too far forward, and when the suspension bottomed out, it stopped him dead. Mick added a spare chain link and carried on his way, no doubt wondering if the chance to fight for another victory had gone on the very first day. Riding in the Montesa Motorcycles’ B-team Charlie Harris mastered the four

Ian Haydon (250 Montesa): It’s ‘tongue out’ time and full concentration at the top of Pipeline.

Paul Dunkley (250 Bultaco): Enjoying the May sunshine in his tee-shirt, the Bultaco looks very much like a Sammy Miller special with the bottom frame rails removed from the frame.

hazards for a single mark before John Hemingway had a good look at the rocks and was also rewarded with a single mark on the ‘Micro’ Alta Suzuki. With a very late starting number, at 226, Malcolm Rathmell would leave the Gorgie Cattle Market in Edinburgh around lunchtime in his search for his first SSDT victory on the Bultaco. Using all his skills, Rathmell was at his very best to record a clean, no-mark loss, which he kept all the way to the week’s headquarters at Fort William on the side of Loch Linnhe on Monday evening. Mick Andrews was missing from the early leaderboard with his loss of six marks and was down in 19th position. With two Scottish riders, Roger Mount (Montesa) on two and Dougie Bald (Montesa) on three marks lost were we in for an upset in the results? RESULTS: 1: Malcolm Rathmell (Bultaco) 0; 2: Charlie Harris (Montesa) 1; 3: John Hemingway (Alta Suzuki) 1; 4: Gordon Farley (Montesa) 2; 5: Geoff Chandler (Bultaco) 2; 6: Roger Mount (Montesa) 2; 7: Jack Galloway (Saracen) 2; 8: Rob Shepherd (Montesa) 2; 9: Dave Thorpe (Ossa) 3; 10: Alan Lampkin (Bultaco) 3; 11: Ian Haydon (Montesa) 3; 12: Dougie Bald (Montesa) 3. BEST DAILY PERFORMANCE: Malcolm Rathmell (Bultaco) 0.

Rob Shepherd (250 Montesa): A move to ride for the Montesa UK importer John Brise from Bultaco had paid dividends for the Yorkshire farmer. He was a new fast-emerging young talent.

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1971 • Classic Competition

Lawrence Telling (250 Montesa): With Westbury Motorcycles on his riding jacket Lawrence was part of the winning Montesa ‘A’ manufacturer’s team.

Roger Mount (250 Montesa): Three-times Scottish Champion and the son of an ex-Royal Marine Commando from Margate, in Kent, who married a local girl and had settled in Fort William after the Second World War. This was Roger’s third attempt at the event and he was rewarded with the Best Private Owner award.

DAY TWO, TUESDAY – 131 MILES: 20 SECTIONS

With the riding numbers reversed, Rathmell was now at the front of the entry for the first day based around Fort William and surrounding areas. Riders would head out on to the Mamore road, before dropping off right to the six sections up the river at Callart Falls. Nine clean passages of the hill were recorded. It included Peter Gaunt on the superb ‘home-built’ Ducati four-stroke and the 1959 winner, Roy Peplow now riding a Bultaco. These six hazards work their way up the steep rock-strewn river with its twists and turns before riders head over the top of the hill for the long, challenging descent back down to the road to Kinlochleven. The eight sections at Blackwater took no prisoners as no one went feetup through them all. As an incentive to make riders keep their feet up, the organisers had secured a catch fence for the riders, just in case they crashed over the 100-foot drop at the side of the hazards. Rob Edwards was the best, parting with just three marks along with fellow Montesa team rider, Ian Haydon. It was then a long run over the moors and tracks before passing Fersit and through the farmyard to the Laggan Inn for some much-needed fuel and lunch. After the lunch check, riders then attempted the open and exposed Laggan Locks. The loose, rolling rocks are always hard to follow and find a route

Jim Sandiford (250 Bultaco): As immaculate as ever on Loch Eild Path, he took the award for the best performance on the final day Saturday parting with just two marks.

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Mick Wilkinson (175 Greeves): Winner of the 175cc capacity cup, this would be his last ride in the event on a ‘British’ machine and the last time Greeves would enter a manufacturer’s team.

through, and only seven riders cleared all the eight sections. Once again Andrews was in trouble as he reported a rear-wheel puncture and a loss of engine power before he arrived at the lower slopes of Ben Nevis. He was in superb form on the four sections and the only rider to part with no marks before he then cleaned the two more sections at Town Hall Brae in the middle of Fort William. With five-mark losses from both Gordon Farley and Andrews, we had a new overall leader with Farley just two marks in front of Rathmell, who had parted with nine in total for the day. As ex-paratrooper Jack Galloway moved up into seventh position on the 125cc Saracen, local man Roger Mount remained just in touch in the top ten on the Montesa. RESULTS: 1: Gordon Farley (Montesa) 7; 2: Malcolm Rathmell (Bultaco) 9; 3: Ian Haydon (Montesa) 10; 4: Mick Andrews (Ossa) 11; 5: Rob Edwards (Montesa) 11; 6: Martin Lampkin (Bultaco) 15; 7: Jack Galloway (Saracen) 16; 8: Geoff Chandler (Bultaco) 17; 9: Dave Thorpe (Ossa) 17; 10: Roger Mount (Montesa) 17. BEST DAILY PERFORMANCE: Gordon Farley (Montesa) 5; Mick Andrews (Ossa) 5; 5: Rob Edwards (Montesa) 5.

Alan Lampkin (250 Bultaco): A winner in 1966 on the BSA, he along with younger brother Martin and Malcom Rathmell won the Best Club Team award for Bradford and District MC. Check out the crowd at Laggan Locks and the Malcolm Davis Motorcycles riding shirt.

1971 • Classic Competition

Geoff Chandler (250 Bultaco): Attacking the lower slopes of Ben Nevis and the loose, moving rocks.

Charlie Harris (250 Montesa): Once you lose momentum on Pipeline the only option is to get both feet down to maintain forward motion.

DAY THREE, WEDNESDAY — 64 MILES: 32 SECTIONS

Due to the nature of the surrounding hills and the extreme weather that can enter the area around Fort William, the Clerk of the Course John ‘Johnny’ Graham and his assistants had a plan B ready for if the rain came in and the River Luibeit became impassable to re-route the riders. As it happened, it was not needed. It was a return to the four sections at Ben Nevis, which had been modified and were proving very difficult, as one of the best rides came from the youngest of the three Lampkin brothers, Martin on the Bultaco. He was joined by the Spanish Montesa development rider, Pedro Pi, who, along with Lampkin, parted with just three marks lost. Mick Andrews kept the pressure on, losing four marks, and maintaining their good early-trial form was Gordon Farley, Malcolm Rathmell and Ian Haydon all on six marks lost to stay in contention for the win. The day would then take the riders out towards Spean Bridge and the exposed rocky rivers at Bradileig. It saw a costly two-mark loss for Farley as Andrews also parted with a single mark, but Rathmell maintained his composure and was the only rider to pass through the eight sections with a zero score. The next challenge was the steep rock-filled climb named Pipeline. The crowds had gathered to watch what was considered one of the most challenging groups of hazards in the trial, with three continuous sections.

Sammy Miller, Bultaco’s team manager, was watching. He knew the ‘Pipeline’ well, and he had always favoured a higher gear to keep the engine ‘pulling’. It was a choice of second or third gear for the riders. It was a closely guarded secret as to which gear the top riders chose as both Farley and Rathmell went feet-up. Riding the new Ossa with the five-speed gearbox, Andrews looked fast and was perhaps in third gear, but he eventually had to get his feet down at the very top to have a three-mark loss recorded. After lunch in Kinlochleven, it was then another climb out of the small Scottish village to the 15 sections on Loch Eild Path. Ossa were the happiest here as both Bill Wilkinson, the 1969 winner, and Dave Thorpe went clean, joined by Rob Shepherd (Montesa). RESULTS: 1: Gordon Farley (Montesa) 15; 2: Malcolm Rathmell (Bultaco) 19; 3: Mick Andrews (Ossa) 20; 4: Ian Haydon (Montesa) 22; 5: Martin Lampkin (Bultaco) 22; 6: Rob Edwards (Montesa) 24; 7: Dave Thorpe (Ossa) 27; 8: Roger Mount (Montesa) 28; 9: Jack Galloway (Saracen) 31; 10: Alan Lampkin (Bultaco) 31. BEST DAILY PERFORMANCE: Martin Lampkin (Bultaco) 7.

John Hemingway (125 Suzuki): Mick Bowers (175 BSA): Would you believe that This new machine at the event only one motorcycle built and manufactured in the was the aluminium framed Alta once-mighty Great Britain would finish in the top 20. Suzuki. The monocoque chassis is a single-piece structure with the body acting as a load-bearing member, leaving the underside of the engine exposed.

Bill Wilkinson (250 Ossa): It was not the best of weeks for the last winner on a machine manufactured in Great Britain, when ‘Wilky’ won on the Greeves in 1969.

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Brian Higgins (250 Bultaco): Trying everything to avoid a five-mark penalty on Pipeline.

DAY FOUR, THURSDAY — 111 MILES: 22 SECTIONS

As the event passed the halfway mark, it was a long, fine day, predominantly on the road around the stunning Moidart Peninsula, and the action was starting to get very interesting. With good weather in the area, the groups of sections were very dry, which resulted in a very low-scoring day. For Gordon Farley, the day would undo all the hard work in the earlier part of the week. Maybe feeling the pressure to bring Montesa its first win at the event, he crashed off the Spanish machine in the second hazard at Ravine as his riding boot became stuck to the footrest. A further loss of a single mark on the final hazard was followed by another in the three sections at Bay Hill — soon the advantage had gone. Mick Andrews was on a mission now. With the earlier disasters in the week behind him, he looked confident all day. With the lunch check at the beautiful Salen, the riders were looking relaxed in the May sunshine. The next hazards they were to encounter was at the steep and narrow Devil’s Staircase. Once known as one of the most challenging in the event with its tight twists and turns, it’s no longer as hard to ride on the more modern machines. It did not trouble any of the top riders, who all passed through it without parting with any marks. Along with Gordon Farley, fellow Montesa rider Ian Haydon

Ted Breffitt (250 Ossa): It’s a full-on attack at just about the halfway mark on Pipeline.

also had a day to forget, with a huge loss of 11 marks dropping him down the leaderboard to eighth. Rathmell had started the day well and his only loss for the day was a single mark when he was allowed a re-run in the sections at Annat after a fellow rider got in his way. At the close of the day, Andrews had gone clean and parted with no marks; the huge grin on his face said it all. He was back in contention for the win. The fight for the victory was still very close, with six riders all under 30 marks lost with two days remaining. In the race to get back to the finish, Ireland’s Billy McMaster missed the final two sections of the day at Town Hall Brae, and he was excluded, along with John Green. RESULTS: 1: Mick Andrews (Ossa) 20; 2: Malcolm Rathmell (Bultaco) 20; 3: Gordon Farley (Montesa) 22; 4: Martin Lampkin (Bultaco) 25; 5: Rob Edwards (Montesa) 26; 6: Dave Thorpe (Ossa) 30; 7: Roger Mount (Montesa) 31; 8: Ian Haydon (Montesa) 33; 9: Alan Lampkin (Bultaco) 34; 10: Lawrence Telling (Montesa) 36. BEST DAILY PERFORMANCE: Mick Andrews (Ossa) 0.

Brian Hutchinson (170 Cotton): Putting on some good old ‘English body-lean’ on the Minarelli engined machine on Ben Nevis.

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Derek Adsett (175 Greeves): Another rider loyal to the end of Greeves as a motorcycle trials manufacturer.

1971 • Classic Competition

Alan Edwards (250 Bultaco): Winner of the Best Newcomer Award takes a dab on Pipeline.

DAY FIVE, FRIDAY — 70 MILES: 35 SECTIONS

With four days of sunshine enjoyed by everyone, the riders were greeted on Friday morning by some light rain and more severe sections, no doubt to help to decide a winner. As a much shorter day with no lunch check, it was very much a ride out over the moors and paths to the furthest point and the seven sections at Altnafeadh and back again, taking in 35 hazards for the day. It would open on the eight sections at Grey Mare’s Ridge where the day’s best performer, Rob Shepherd on the Montesa, started as he meant to go on with the only clean passage through the entire group. On the left-hand side of the road on the way out of Kinlochleven to Glencoe, a new, never-before-used group of hazards had been found and named Garbh Bheinn. It was a very steep, loose, rolling rock climb and with the added drop of light rain proved impossible to ride feet-up. Early in the day, the best results came from a very spirited high-speed attempt by Martin Lampkin; he was rewarded with a two-mark loss. The only other rider to match this score was the younger of the two Rathmell brothers, Gerald. As Mick Andrews lost four marks and Rathmell eight, he still held the advantage, as Shepherd matched Rathmell and his eight-mark loss. On the seven sections at Altnafeadh, Rob Shepherd maintained his superb

Peter Gaunt (350 Ducati): The late great ‘Top Gear’ on his home-built 350 Ducati. The machine was covered in detail in issue number 23 of Classic Trial Magazine after the editor John Hulme spent an enjoyable hour on the phone talking to Peter himself in 2017.

form to clean them all as both Andrews and Rathmell parted with their marks in very cautious single-mark losses wherever possible. The final eight sections of the day were at the steep path known as Caillich, and the trial was about to take a turn for the worse for Andrews. As he parted with seven marks, Rathmell seized the advantage with a superb display, parting with just a single mark and, in the process, reducing the deficit to Andrews to just four marks. As the machines were parked up for the final time in Fort William, even more drama was about to unfold. On the three sections at Coalasnacoan, Rathmell had claimed a single-mark loss, but a three-mark loss was on the observer’s scoreboard. Rathmell protested, but it was rejected. RESULTS: 1: Mick Andrews (Ossa) 35; 2: Malcolm Rathmell (Bultaco) 39; 3: Martin Lampkin (Bultaco) 44; 4: Dave Thorpe (Ossa) 45; 5: Gordon Farley (Montesa) 46; 6: Rob Edwards (Montesa) 50; 7: Ian Haydon (Montesa) 52; 8: Rob Shepherd (Montesa) 53; 9: Jack Galloway (Saracen) 62; 10: Paul Dunkley (Bultaco) 66. BEST DAILY PERFORMANCE: Rob Shepherd (Montesa) 12.

John Luckett (170 Cotton): Trying all he knows to keep the machine on line in the rocks on the dreaded Pipeline.

Stan Cordingley (250 Bultaco): Sporting one of the new Jim Sandiford Motorcycles riding shirts.

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1971 • Classic Competition

Ken Fleming (250 Montesa): Scottish Champion in 1965 and 1970, looking calm and in control at the top of Pipeline.

Terry Wright (250 Montesa): It’s a case of ‘head down’ as he attacks Pipeline.

DAY SIX, SATURDAY — 150 MILES: 18 SECTIONS

Karl Rowbotham (250 Bultaco): Under the watchful eyes of Malcolm Rathmell on the rolling rocks of Laggan Locks. Walther Luft (200 Puch-AUT): Using a Puch engine with a capacity of 187cc with a longer stroke than that of the similar Greeves Pathfinder engine, he had also trimmed the weight down to around 170lb. The engine was housed in a steel tubular frame of his own design and used modified Bultaco front forks.

With everything packed back into the support vehicles, the trial would move out of Fort William to return to Edinburgh to sign off from the 1971 Scottish Six Days Trial. With riders facing the 150-mile return journey, it was a case of nursing the machines home. For the leading riders, the most imposing sections of the day would be at Pipeline once again. The hazards are three in a line, which gets steeper as you enter the final one, at the side of the huge pipes that carry water down into Kinlochleven. The weather was fine, and a good crowd had, once again, assembled to see if the event would be won or lost on the hill. Trial leader, Mick Andrews, chose second gear for his final attempt but it was the same score as earlier in the week with a three-mark loss recorded, the same as Gordon Farley’s on the Montesa. Riding in the Bultaco B-team, Jim Sandiford had made a superb two-mark effort; the loss would give him the ‘Best Rider of the Day’ award. The Pipeline is one of the nominated hazards for separating any tie-breaks. In attendance was Clerk of the Course, John Graham. To stand any chance of winning, Malcolm Rathmell rode the Pipeline feet-up. He made a strong cautious approach up the three continuous sections. He was looking good, but as he approached the ends cards, the Bultaco veered offline and in the process knocked the observer over, and a five was recorded.

Paul England (250 Bultaco): Concentrating hard on passing the section end cards on Ben Nevis.

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1971 • Classic Competition

Ken Brooker (175 Greeves): If you look closely you will see the bottom frame rails have been replaced with an aluminium sump guard. He was drafted into the factory team when Scott Ellis could not ride due to family reasons.

Walther Wolf (250 Bultaco-AUT): Another foreign rider full of enthusiasm for the SSDT.1

There was still a group of eight sections to ride at Martuim after the compulsory brake test. Mick Andrews had passed through the challenging seventh hazard confidently with a faultless ride, but it stopped Rathmell. As Mick Andrews rode back over the steel cantilever Forth Bridge across the Firth of Forth in the east of Scotland, nine miles west of central Edinburgh, he had won the Scottish Six Days Trial for the second time for Ossa. Mick was a very happy man as the official examiners from the organising Edinburgh and District Motor Club signed off the winning machine. RESULTS: 1: Mick Andrews (250 Ossa) 38; 2: Gordon Farley (250 Montesa) 49; 3: Malcolm Rathmell (250 Bultaco) 49 (Special Test TieBreak); 4: Dave Thorpe (250 Ossa) 51; 5: Martin Lampkin (250 Bultaco) 54; 6: Rob Edwards (250 Montesa) 56; 7: Ian Haydon (250 Montesa) 63; 8: Jack Galloway (125 Saracen) 66; 9: Paul Dunkley (250 Bultaco) 70; 10: Rob Shepherd (250 Montesa) 71. Jon Bliss (125 Saracen): A man of many engineering talents, he takes a dab on the blind side of Ben Nevis.

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BEST DAILY PERFORMANCE: Jim Sandiford (Bultaco) 2.

Arthur Browning (Greeves): Better known as a Greeves scrambles rider, here he looks full of determination for his attempt on Pipeline.

1971 • Classic Competition

Nigel Birkett (Wazuki): Yes, the love affair with the ‘Scottish’ started in 1971 and continues to the present day; he has finished every event since this maiden attempt!

SPECIAL AWARDS BEST MANUFACTURERS’ TEAM AWARD

Montesa A-Team: 178 (Rob Edwards, Gordon Farley and Lawrence Telling) Ossa Team: 191 (Bill Wilkinson, Dave Thorpe and Mick Andrews) Bultaco A-Team: 218 (Geoff Chandler, Paul Dunkley and Malcolm Rathmell) Bultaco Motorcycles B Team: 225 (Martin Lampkin, Jim Sandiford and Alan Lampkin) Montesa B-Team: 234 (Rob Shepherd, Ian Haydon and Charlie Harris) Greeves/Shell Team: 350 (Mick Wilkinson, Derek Adsett and Ken Brooker) Saracen Team: 405 (Steve Wilson, Jon Bliss and Jack Galloway)

Toshi Nishiyama (MontesaJPN): He was the very first rider from Japan to compete in the event. He put in a sterling performance to finish in 107th position. To prepare for the event he had lived with Bob Gollner for six months and rode in some Southern Centre events.

1971 SCOTTISH SIX DAYS TRIAL SPECIAL FIRST CLASS AWARDS

RESULTS: 1: Mick Andrews (250 Ossa) 38; 2: Gordon Farley (250 Montesa) 49; 3: Malcolm Rathmell (250 Bultaco) 49 (Special Test Tie-Break); 4: Dave Thorpe (250 Ossa) 51; 5: Martin Lampkin (250 Bultaco) 54; 6: Rob Edwards (250 Montesa) 56; 7: Ian Haydon (250 Montesa) 63; 8: Jack Galloway (125 Saracen) 66; 9: Paul Dunkley (250 Bultaco) 70; 10: Rob Shepherd (250 Montesa) 71; 11: Lawrence Telling (250 Montesa) 73; 12: Roger Mount (250 Montesa) 78; 13: Alan Lampkin (250 Bultaco) 80; 14: Jim Sandiford (250 Bultaco) 91; 15: Mick Wilkinson (175 Greeves) 93; 16: John Hemingway (125 Suzuki) 97; 17: Geoff Chandler (250 Bultaco) 99; 18: Charlie Harris (250 Montesa) 100; 19: Mick Bowers (175 BSA) 101; 20: Bill Wilkinson (250 Ossa) 102; 21: Brian Higgins (250 Bultaco) 105; 22: Ted Breffitt (250 Ossa) 108; 23: Brian Hutchinson (170 Cotton) 110; 24: Derek Adsett (175 Greeves) 110; 25: Peter Gaunt (350 Ducati) 118; 26: Alan Edwards (250 Bultaco) 118; 27: Ken Fleming (250 Montesa) 118; 28: John Luckett (170 Cotton) 120; 29: Stan Cordingley (250 Bultaco) 123; 30: Karl Rowbotham (250 Bultaco) 123; 31: Walther Luft (200 Puch-AUT) 124; 32: Paul England (250 Bultaco) 125; 33: Gordon Butterfield (250 Montesa) 126; 34: Terry Wright (250 Montesa) 128; 35: Dave Smith (250 Montesa) 134; 36: Brian Shuttleworth (250 Bultaco) 137; 37: Darryl Stoddart (250 Bultaco) 137; 38: Gerald Rathmell (250 Bultaco) 138; 39: Arthur Brown (250 Montesa) 138; 40: Derek Russell (250 Bultaco) 139; 41: Chris Watts (250 Montesa) 141; 42: Gerry Scarlett (250 Montesa) 143; 43: John Hayton (250 Bultaco) 143; 44: Pedro Pi (250 Montesa-ESP) 145; 45: Ken Brooker (175 Greeves) 147; 46: Jon Bliss (125 Saracen) 149; 47: Walther Wolf (250 Bultaco-AUT) 151. MACHINES: Bultaco 17; Montesa 14; Ossa 4; Greeves 3; Cotton 3; Saracen 2; BSA 1; Ducati 1; Puch 1.

CLASS AWARDS

125cc: Jack Galloway (Saracen) 66. 175cc: Mick Wilkinson (Greeves) 93. 250cc: Mick Andrews (Ossa) 38. 350cc: Peter Gaunt (Gaunt Ducati) 118. Best Newcomer: Alan Edwards (250 Bultaco) 118. Second Best Newcomer: Gordon Butterfield (250 Montesa) 126. Best Overseas Competitor: Walther Luft (200 Puch-AUT) 124. Best Private Owner: Roger Mount (250 Montesa) 78. Best Scottish Resident: Roger Mount (250 Montesa) 78. Best Services Rider: Anthony Down (250 Montesa) 234. Best Club Team: Bradford and District MC: Malcolm Rathmell (250 Bultaco); Martin Lampkin (250 Bultaco); Alan Lampkin (250 Bultaco). Best Private Machine Owner Team: Mick Bowers (175 BSA); Dave Smith (250 Montesa); Arthur Browning (175 Greeves).

1971 ACU BRITISH TRIALS CHAMPIONSHIP

POSITIONS: 1: Gordon Farley (250 Montesa) 52; 2: Malcolm Rathmell (250 Bultaco) 45; 3: Martin Lampkin (250 Bultaco) 39; 4: Mick Andrews (250 Ossa) 30; 5: Geoff Chandler (250 Bultaco) 29.

Thank you: We simply have to thank everyone at the Edinburgh and District Motor Club Limited who bring us this superb event year after year.

Spring 2021 • Classic Trial Magazine

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Project • Bultaco Sherpa

INSPIRATION COSTA BRAVA

The idea for a twin-shock project started way back in November 2019 at the excellent Costa Brava Two-Day Trial in Spain. My wife, Dot, and I drove our van from our home in West Lothian to the Costa Brava with my Drayton-framed Francis Barnett, Martin Murphy’s Ariel 500, and Iain Duffus’s Drayton BSA Bantam. Martin and Iain flew to Spain. They met us at the hotel where we were staying, which also just happened to be the trial’s headquarters. I had never ridden the Costa Brava Two-Day before and, I have to say, it opened my eyes. The atmosphere, the organisers, the sections and the entertainment were all first class, including that of Classic Trial Magazine editor, John Hulme, and his wife, Jane. The array of beautiful machinery was just sublime, particularly the machines from Bultaco, Montesa and Ossa, immaculately prepared and being ridden where they were built. Having owned a Bultaco M199A back in the day and, of course, as always regretting selling the machine, I hatched a plan to complement my garage with a Bultaco which I would build in my own way. After all, I didn’t have an alternative twin-shock machine in the garage, just a Pre-65 — and that was enough to convince me. Article: Willie Robertson and Yoomee

fter arriving home from Spain, I went into hospital for prearranged hernia surgery. Suffering from some post-operation complications, the healing process took a little longer than I had hoped. At home, while recovering, I kept myself occupied by searching for a Bultaco project and found one close to home. Dot drove me to Ayrshire to inspect a Bultaco. As a starting point for my project, it was an ideal machine and did the deal for most of the Sherpa M159. The machine was quite rough, and this, of course, was reflected in the price. There was no point paying over the odds for one as it was going to be stripped to the last nut and bolt and completely rebuilt. 40

Costa Brava Two Day: A stunning selection of machines.

Costa Brava Two Day: Machines including Bultaco, Montesa and Ossa; immaculately prepared, and being ridden where they were built.

Spring 2021 • Classic Trial Magazine

Bultaco Sherpa • Project

Costa Brava Two-Day: A Bultaco being ridden in Spain – there is no better sight!

Willie’s dream machine.

LOCK DOWN

A few months passed, and my recovery was becoming slower, to the point where I honestly thought my trials career would be cut short. Would I become a restorer and not a rider? With determination and care, I started to feel like embarking on my Bultaco project. The pandemic lockdown was now in place, and my project would provide me with the ideal escape and some much-needed therapy. My perfect partner in crime and ever-loving wife, Dot, was my rock during the early stages of the project and did all my lifting and positioning of Bultaco parts before going to work or doing her other chores. If anyone wants a good welder’s mate, her welding skills are not the best, but she is pretty handy with the grinder; I can strongly recommend her! The first major hurdle was the frame, which looked pretty sad and was in a poor state. It had seen a lot of action and was too far gone to rescue. I researched the internet and found a Model 213 Alpina frame which looked to be in excellent condition. It looked the same, but more research told me it had a two-degree steeper steering angle than the M159. In my modern way of thinking, maybe it would be more suitable for the more recent era of twin-shock trials that I hoped I would be riding in. It also had a different steering lock system; the side panel brackets were in a different position. It also had the model 199 longer rear frame loop, but I couldn’t see any significant modification issues to put me off purchasing it. The frame was in my home in no time. For the miserly sum of £120, including delivery, it was a bargain in my eyes. I worriedly set about measuring and checking every angle and mounting point and Bingo! Yes, it would all work out fine.

You have to start somewhere!

FRAME MODIFICATIONS

I chopped the footrest brackets off, the side panel brackets and the steering-stop flat bar and shortened the top shock absorber mounting points to Sherpa model size. I fabricated footrest brackets to move them back 25mm and down level with the bottom of the frame rails. Lots of cutting and welding later, I had what looked very much like a model 199 frame but a fabricated aluminium sump guard instead of the mesh sump guard. The M199 was the last red Bultaco Sherpa produced; a look I wanted to base my machine. With the frame ready for powder coating, my attention turned to the swinging arm which was, of course, as you can guess, was a write-off. My good friend, and fellow Bultaco enthusiast, the Trials Guru, John Moffat, sent me a good useable M199 swinging arm from Inverness. I then set about bracing and repairing it where it was required. The position and length of the Sherpa steering-stops and the righthand-brake geometry mounting points were all measured and sent to me by John. He was so helpful and passionate during the whole project; I can never thank him enough for his ‘above and beyond’ approach to helping to make my twin-shock dream happen. Classic Trial Magazine • Spring 2021

What looks very much like a model 199 frame but with a fabricated aluminium sump guard instead of the mesh one.

Home fabricated footrest brackets were moved back 25mm and down level with the bottom of the frame rails.

Project • Bultaco Sherpa The piston had badly picked up and it was obvious that it was beyond help.

John Moffat sent a good useable M199 swinging-arm from Inverness, it was braced and repaired where required.

ENGINE REBUILD

When I purchased the engine, it was described as rebuilt and ready to go. After stripping it down, hearing you guess correctly, things were quite the opposite! You have to make a mental note to yourself when you start on these projects not to get carried away with your own passion for what you want to achieve. You have to drop the ‘got to have it’ and not let your heart rule your head. The piston had badly picked up and was evident that it was beyond help. The left-handside crank-case had been subject to a very poor repair when the chain had come adrift and left its mark. It was another phone call to Mr Moffat who was again able to help and supplied me with a complete M159 gearbox and crank-case set, for a very reasonable amount of money. The engine’s bottom half was rebuilt — every bearing and seal replaced and the best parts rescued from my two gearboxes used. The barrel was rebored to 85mm and married to a new piston, giving me a genuine 340cc engine. For something that was designed and built all those years ago, I have to say I was very impressed by the engine and gearbox’s simplicity and engineering quality; it was very sturdy and overengineered in all the right places.

It was another phone call to Mr Moffat, who was again able to help and supplied a complete gearbox and crank-case set.

EVERY NUT AND BOLT

During the rebuild, every component, nut, bolt and washer was checked and replaced where necessary. You have to remember during any rebuild, take your time. Yes, I did have the Covid-19 lockdown excuse, but it’s always worth spending that little extra time to get something correct anyway. From the front forks to the main exhaust silencer, every part was dismantled, resealed, repacked, and rebuilt where necessary into as near-new condition as possible. The many parts were repaired and put together by myself, in my

The bottom half of the engine was rebuilt with every bearing and seal replaced.

workshop; even down to rebuilding the front and rear wheels with stainless steel spokes; a very therapeutic process. Even painting the fuel tank and side panels was done with my own hands. The rest of the build was kept true to the Spanish marque. Everything, except the Mikuni carburettor, the alloy rear exhaust silencer, and the rear shock absorbers is an original Bultaco fitment. All the powder coating was done in Edinburgh and, although the colour scheme is fairly radical, I think it gives my Bultaco a modern and vibrant look whilst still giving the nod to its original heritage.

It’s a messy job but the main exhaust silencer was taken apart, resealed, repacked and then repainted.

Spring 2021 • Classic Trial Magazine

Bultaco Sherpa • Project

This Mikuni carburettor replaced the original one.

“…although the colour scheme is fairly radical, I think it gives my Bultaco a modern and vibrant look whilst still giving the nod to its original heritage.”

Looking ready for action.

VERY HAPPY

There was more than a touch of nervous tension in the air when I pushed the kick start lever for the first time, but I am pleased to say that the machine started on the third kick. It rides well and feels just right. I am very happy. Once the Covid-19 restrictions are lifted, all that remains is to get out there and enjoy riding it in as many trials as I can. I hope to participate in the Costa Brava and ride my Bultaco close to where its parts were originally designed and built. The new parts for the project were all supplied by Inmotion Bultaco UK and mostly dealt with Graham. He and the rest of the team were accommodating and so knowledgeable on what parts from which models would fit, and so on. The orders came in quickly and were always exactly what I required; I cannot speak too highly of them. To my good friend, John Moffat, I cannot thank you enough for being at the end of the phone and inspiring me whenever I ran into a problem. To my ever-loving and most patient wife, Dot, maybe we can get together and, as a joint venture using both our skills, add a side-car to the Bultaco? As they say, two’s a party!

It says 350 on the side panel but the barrel was rebored to 85mm and married to a new piston, giving a genuine 340cc engine.

Classic Trial Magazine • Spring 2021

Although the colour scheme is fairly radical, it gives the Bultaco a modern and vibrant look whilst still giving the nod to its original heritage.

New parts for the project were all supplied by Inmotion Bultaco UK. They were very helpful and so knowledgeable on what parts from which models would fit. The orders came in very quickly and were always exactly what I required; I cannot speak too highly of them.

Norman Eyre • First Win

EYRE TIME VICTORY TRIAL 1961

Norman on the winning Triumph with the Victory Cup. Norman Eyre (350 Royal Enfield) 1959 British Experts Trial.

Think of a 16-year-old boy, a current youth A-class trials rider then rewind the clock to the 1959 British Experts trial. From Buxton in Derbyshire, Sixteen-year-old Norman Eyre competed on a huge lump of a machine on the single-cylinder four-stroke Royal Enfield — a real ‘mans’ machine having qualified for this prestigious event at such a young age. With more experience under his belt, we now travel forward in time to 18th February 1961 and the trade-supported Victory Trial. Norman, now 19, had moved to the smaller, and more agile, four-stroke 199 Triumph Tiger Cub which suited his riding style much better. He had some encouraging results and was finding his way on the national scene. Sammy Miller was the man to beat on the mighty 500 four-stroke Ariel (registration number GOV 132). He had won the first of his ACU British Trials Championships in 1959, a title he would hold until 1969. Words: John Hulme (Thank you to Tony Davis, Sammy Miller and Bill Wilkinson). Pictures: Eyre Family, Brian Holder and Yoomee archive A trade-supported event is very much selfexplanatory as motorcycle manufacturers and the trade supported the event. It allowed riders who were riding and using products from the manufacturers and suppliers to earn some money from bonus payments if they had a good result. The ‘trade’ supported seven events each year, and the Victory trial was one of them.

PRIVATEER

Starting at Church Stretton, a market town in Shropshire, Norman was riding as a privateer. He was a member of the Buxton and District MCC. His starting number was 55 in an entry of the best 128 solo riders from the UK. His father Len would

Classic Trial Magazine • Spring 2021

start at riding number 23 on a similar 199 Triumph. The favourite, Sammy Miller, would start at riding number 70. The event was blessed with some excellent trials riding weather after suffering from a covering of snow in the past. The entry set out to compete over a single lap, 34-mile course. Traditionally a low scoring event, the 1960 winner, John Draper (250 BSA), had only parted with four marks. As it happened at the end of the action in 1961, two riders would also finish on four marks lost each, Norman Eyre and Sammy Miller. The tie-break decider would have to be used to separate them, and it was Miller who would lose out; he had parted with a single mark in the second section of the day

Despite the passing of time the Eyre family still have the original riding number from the 1961 Victory Trial.

First Win • Norman Eyre Norman on the Sammy Miller sponsored Bultaco in the 1966 Scottish Six Days Trial.

On the front cover of the 1962 Victory Trial programme is Norman Eyre.

This Victory Trial winning poster presented to Norman from the Avon Rubber India Company Limited now hangs proudly in the home of Norman’s daughter Jane — now Mrs Jane Hulme.

and a further three-mark penalty in the closing stages. Norman Eyre had gone just past the halfway point of the day’s action when he parted with a three, adding a further single mark near to the end of the day’s action to be declared the winner. He was delighted.

WINNER

With the Victory trial win under his belt, the bonus payments came in the way of cheques in the post from the following: Triumph, £35; Shell-Mex and BP Limited, £25; Avon Rubber India Company Limited, £25; Barbour, £15; and Hepolite, £5. Following the event, he was invited to go to the Triumph factory to discuss a future riding the four-stroke machines. He was also offered a full factory-supported ride from DOT Motorcycles in nearby Manchester on their two-stroke model which was too good to miss. As Sammy Miller moved to Bultaco in 1965, he invited Norman into his new team. The success continued before Norman moved away from chasing the world of motorcycle trials to build a new career in management at Duron Brake Linings. He passed away at the young age of 52 in 1994 after a very brave fight against cancer.

VICTORY TRIAL

18TH FEBRUARY 1961 RESULTS: 1: Norman Eyre (199 Triumph) 4; 2: Sammy Miller (497 Ariel) 4; 3; Roy Peplow (199 Triumph) 10; 4: Gordon Blakeway (199 Triumph) 10; 5: Brian Povey (250 BSA) 11; 6: John Giles (199 Triumph) 11; 7: Jeff Smith (350 BSA) 13; 8: Peter Stirland (346 Royal Enfield) 13; 9: Jonny Brittain (346 Royal Enfield) 15; 10: Jackie Rees (250 Francis Barnett) 16; 11: Tony Davis (249 BSA) 17; 12: Dave Langston (249 BSA) 17; 13: Arthur Lampkin (249 BSA) 17; 14: Bill Fox (250 DOT) 18; 15: Pat Brittain (346 Royal Enfield) 18; 16: Bob Hart (250 DOT) 19; 17: Norman Crump (497 Ariel) 20; 18: Ray Sayer (199 Triumph) 20; 19: Eric Adcock (250 DOT) 21; 20: Gordon Jackson (347 AJS) 21; 21: John Harris (249 BSA) 21; 22: George Greenland (250 DOT) 23; 23: David Clegg (249 Francis Barnett) 16; 24: Don Smith (246 Greeves) 23.

Spring 2021 • Classic Trial Magazine

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MANUEL SOLER (MONTESA-ESP)

On the 22nd of February 1981, Manuel Soler became the first Spanish rider on a Spanish machine to win the Spanish FIM World Championship Round. Picture Credit: Montesa

MANUEL SOLER 1957-2021 Picture Credit: Eric Kitchen

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Turning Japanese • Yamaha

GOLLNER SPECIAL YAMAHA

Yamaha is proud — and quite rightly so — to be the first Japanese motorcycle manufacturer to win the iconic Scottish Six Days Trial in 1974; but where did the story begin? Believe it or not, it was in Edinburgh, Scotland. Ralph Forbes was a garage proprietor from Edinburgh who also ran Northern Motorcycles in Eyre Place in the Scottish capital. The Yamaha model was a 250cc DT1. It was the first-ever Yamaha to compete in the Scottish Six Days. The machine was originally registered in the USA and was exported to Scotland before the 1969 SSDT. Roll the clock forward to the autumn of 1970 and the innovative motorcycle that Bob Gollner had his eye on was the new Yamaha trail-type enduro machine in the rapidly expanding American off-road market. A six-model range of machines included a 50, 90, 125, 175, 250 and a 360. Introduced in the USA, they were all labelled as Enduro machines. Bob’s motorcycle dealership was the first to import one of each model into the UK. When he cast his eyes over the 175 Enduro CT1.C model, it set the innovative engineering brain into overdrive. Words: John Hulme and John Moffat • Pictures: Alan Vines, Brian Holder, Eric Kitchen and Mick Whitlock

Bob had the knowledge of what was involved in the production of a trials motorcycle, having built and sold the lovely Cheetah, Villiers engined trials models.

Spring 2021 • Classic Trial Magazine

Yamaha • Turning Japanese Under his very own Whitehawk trading name Mick Whitlock had built some of his own trials models, including this novel 175 BSA Bantam which used the frame as part of the exhaust system.

Mick Whitlock had fabricated a strong, lightweight frame for the Cheetah trials models.

t 34 years old Bob knew what was involved in producing a trials motorcycle, having built and sold the lovely Cheetah, Villiers-engined trials models. Due to the very high standard of workmanship, particularly in the fabrication of the frame, they proved very popular. At the time Mick Whitlock was becoming a recognised name throughout the motorcycle world for his craftsmanship. He was the man behind the steel tubular frame. Whitlock was a time-served apprentice coppersmith, going through the process as a teenager at Portsmouth dockyards. He had become friends with Bob Gollner as a teenager when he visited his motorcycle showrooms in the ‘60s, which led to the Cheetah association. Both Whitlock and Gollner enjoyed their weekends competing in trials on a wide variety of machines.

IT HAS POTENTIAL

When the six Yamaha models arrived from America, a second sense told him that it looked very much as if the 175 — actual engine capacity of 171cc — could be converted into a trials model with the potential to become a good competitive machine. Remember the BSA engine Gollner trials ‘Bantam’ models? The Yamaha was high on quality components and very ‘modern’ compared to the antiquated BSA. Do remember that the Japanese had moved into the motorcycle sector making serious in-roads to the ailing and once-mighty manufacturing of motorcycles in Great Britain. They had invested in superior engineering and manufacturing facilities as the English sat on their laurels with blinkered eyes. Bob assessed what could be used with the Enduro model as the donor. The front suspension, wheels and the Japanese engine came with a bulletproof reputation, so why not convert it into a trials competition machine? What was needed was a strong, lightweight frame as a starting point and so Bob turned to his friend Mick Whitlock.

This was the first Yamaha model to compete in the Scottish Six Days: a 250cc DT1. The machine was originally registered in the USA and was exported to Scotland prior to the 1969 SSDT.

FAG PACKET

After conversations with Gollner, a few measurements and sizes were written on the good old ‘fag packet’ so Whitlock could make a start on fabricating the frame. He chose the Reynolds 531 steel tubing for its lightweight but also had experience working with it on various other projects. It would be a duplex type with front downtubes and a cradle for the engine to rest comfortably in, with a rear frame loop for strength and a conventional swinging arm. Under the fuel tank, the top tube would be used to house the oil for the two-stroke pre-mix; once again, innovation is very best from a master frame maker. Mick Whitlock was soon in action, using the donor parts to make sure everything would fit into his new frame as he went along with the fabrication. In the ‘waste bin’ went the dual passenger seat, battery, lights and other unwanted accessories. The original fuel tank would be retained, and with the battery and dual seat gone, a larger volume air-filter box was built along with new side panels. Various other parts would be manufactured and fitted, such as the folding footrests and rear brake pedal and a nice compact sump protector. New trials-pattern steel tubular handlebars were fitted, but once again the quality control lever for the brake and clutch remained as did the throttle assembly. The steel wheel rims were fitted with Dunlop tyres on the 2.75 x 21 front and 4.00 x 18 at the rear to bring it in line with its competitors. Classic Trial Magazine • Spring 2021

Ralph Forbes, who was a garage proprietor from Edinburgh who ran Northern Motorcycles in Eyre Place in the Scottish capital.

Turning Japanese • Yamaha Both Mick Whitlock, on the left, and Bob Gollner, on the right, admire their new creation. Pictured right is an American market brochure for the Yamaha 175 Enduro CT1-C.

“On the scales they had managed to trim the overall weight down from 96kg to 74kg…” SINGLE CYLINDER

Bob Gollner had tried the machine before its transformation and knew exactly what was required to turn the single-cylinder air-cooled engine into trials’ trim’. With the five-speed gearbox engine in the frame, Whitlock started to make some of the extra parts to enhance its performance. A new exhaust system was fabricated and fitted with the silencer fitted nicely behind the left-hand-side cover, which also had the air-box hidden behind it. A steel flywheel weight was turned in the lathe and shrunk onto the original item on its outside edge for maximum effect as the case had sufficient room inside to accommodate it. Once the machine was complete with all the brackets now in place, the machine was stripped down. To enhance its looks and make it easier to keep clean, the finished frame was chrome plated. With its ‘Marine Blue’ fuel tank and polished aluminium mudguards and side panels, it looked just like it had come out of the factory in Japan; it had, in fact, come out of Mick Whitlock’s workshop near Portsmouth, and Bob Gollner was delighted. On the scales they had managed to trim the overall weight down from 96kg to 74kg — they were two very happy men.

You must agree that this machine looks so competitive. How on earth BSA let an opportunity for a similar model slip through their fingers we will never know!

SURPRISE

Its first outing was at the local Southampton MCC Jack White Trial. With Bob Gollner on board, he secured a first-class award. The new machine had shown tremendous potential. With some extra carburettor tuning and 56

A friend of Bob Gollner’s, Dean Price flexes some muscle to show how light the 175 Gollner Yamaha is.

Spring 2021 • Classic Trial Magazine

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Turning Japanese • Yamaha

Before the Scottish Six Days Trial Bob competed on the new machine in some local events and the odd national.

understanding how to set up the separate oil and fuel supply with the twin cable pre-mix system, it was running much better than either could have ever imagined. The 66mm x 50mm bore and stroke gave a nice but smooth range of engine power. It was certainly very competitive. As they say, the proof is in the pudding, and this was proved when Gollner finished second to the great Sammy Miller on his 252cc Bultaco in the snow at the Waterlooville Cup Trial on the icy banks and climbs at Park Farm in nearby East Meon. On the 175 Yamaha, Bob beat many very good Southern Centre riders in the strong entry of 124 riders with the majority all on larger capacity machines. Bob’s mind was on making a small production run of the new 175 Gollner Yamaha, so he spoke

1971 SSDT: Bob looks very content, knowing just how good the new machine was, and enjoyed a trouble-free week.

1971 SSDT: Despite its small engine capacity and its light weight, it was more than up to the task of finishing the event.

1971 SSDT: Holding the line on the lower slopes of Ben Nevis.

with Mick Whitlock. With the Yamaha 175 Enduro CT1.C model’s import price and the costs to carry out the conversion, they agreed it would not be financially viable.

NICE TO RIDE

Bob loved riding the Gollner Yamaha and continued to compete on it in the Southern Centre and various nationals. Everyone who tested the machine agreed it was very nice to ride, with good usable power. In May 1971, the machine was taken to the Scottish Six Days Trial. With Bob riding, he had an enjoyable, trouble-free week to finish in 74th position. Now with the motorcycle shop busier than ever, the 175 Gollner Yamaha was parked up as Bob concentrated on his business. Where

the machine ended up, we will never know — unless, that is, a Classic Trial Magazine reader has the answer. Mick Whitlock helped with this article generation, so it’s a big thank you to him for bringing the story to life. Appreciation also goes to Brian Holder, Alan Vines and Eric Kitchen for researching the superb pictures. Bob Gollner sadly passed away on the 23rd May 2019, and so, on this superb piece of engineering with the 175 Gollner Yamaha, this is where the story ends. As history records, Yamaha signed Mick Andrews who won the 1974 Scottish Six Days Trial on the radical cantilever Yamaha. The production Yamaha TY 175 was introduced in 1975. I often wonder where the idea came from.

As history records, Yamaha signed Mick Andrews who won the 1974 Scottish Six Days Trial on the radical cantilever Yamaha and the production Yamaha TY 175 was introduced in 1975; I often wonder where the idea came from.

Spring 2021 • Classic Trial Magazine

Remembering • Chris Milner

CHESTERFIELD’S FINEST CHRIS MILNER

2012: Enjoying the Pre-65 Scottish.

Chesterfield is a large market town in Derbyshire, England, and was home to trials and motocross rider Chris Milner. Born on 1st January 1952, he is a quiet, extremely modest man who let his motorcycle performances speak for him before he passed away after a long battle with cancer on 25th September 2017. Before he succumbed to the disease, he made some notes to enable his story in motorcycle sport to be told. It showed courage and his desire to record his life as a sporting motorcycle rider for his children and grandchildren. His widow, Ann Milner, agreed to have his notes released to a wider audience — those who are motorcycle enthusiasts and the friends he made when competing in trials and motocross events over the years. Words: John Moffat and the late Chris Milner Photos: Colin Bullock, Malcolm Carling, Brian Holder, Eric Kitchen and Yoomee Archive

IN THE BEGINNING

Chris: “My interest in motorcycles started by my Dad. He took me to scrambles almost every weekend since I was ten years old; I really wanted to be a scrambler. When I was 12 years old, he bought me a 197 DOT to ride in our local wood. The DOT made way for an almost new Triumph Tiger Cub which we bought for £98. I started riding in trials from the age of 14 and managed to get a Saturday job with the 60

then Ossa importer Eric Housley at his Clay Cross workshop. I sold the Triumph to buy a new Cotton 32A and started getting results in the local club and centre trials. “Mick Andrews worked at Eric Housley’s and started to take me practising, and my results really improved. When the Ossas arrived, I was given the use of a demonstrator model and enjoyed the extra power. “In 1969, I started to do a few nationals. Eric

1968: It’s all action, attacking Hollinsclough in the Bemrose Trophy Trial on the Ossa.

Spring 2021 • Classic Trial Magazine

Chris Milner • Remembering

1969: A fine study in concentration on Callart Falls in the Scottish Six Days Trial.

entered me into the Scottish Six Days Trial and the Hurst Cup Trial in Northern Ireland. Dave Thorpe left Triumph and started riding an Ossa for Housley; he lived locally and offered to take me to Scotland. It was to be a very interesting trip – two motorcycles in the back of Hillman Imp van with the back doors open all the way to Edinburgh!”

ROMANCE

Chris met his wife Ann by chance the same year when he was 17 years old. Ann was 16. Accompanied by a friend, Ann went to the Chesterfield supporting riders’ meetings to socialise. After a few meetings, Chris eventually asked Ann out on a date but trials riding was still the main priority. Chris: “In 1969, Dave Thorpe had a much earlier number than I did for the SSDT, so he arranged for me to go to the start at Gorgie Market with John Hemingway. Unfortunately, my riding gear was in Stephanie Wood’s van, and she had left to follow Dave over the Forth Classic Trial Magazine • Spring 2021

1970: Going for a steadying ‘dab’ on the Ossa on the rocks at Edramucky.

Bridge. I was left at the start with no riding gear or tools. Luckily, other riders came to my rescue with their spare gear, although some did not fit me very well. I somehow managed to finish the first day in second place behind Don Smith. The next job was to find my riding gear! I managed to track it down to the Station Hotel, where a lot of the Yorkshire lads were staying. They bought me a few pints to celebrate my first day’s result, but I was not used to drinking. I was a bit rough the next day, and my results slumped down to around 13th place. I ended up finishing

the week in 50th position. “The next year, I rode the Ossa again in Scotland, finishing in 48th position. Around this time, I also got to ride in my first scramble on an Ossa; unfortunately, it ended badly, with me waking up in Darley Dale Hospital. “When I eventually managed to persuade my Dad to let me have another go, we bought a new 250 Greeves while still riding the Ossa in trials. Then Eric Housley lost the Ossa importership to Peter Fletcher and Alan Kimber, who had set up OSSA UK. 61

Remembering • Chris Milner

1971: Racing against the clock at Bridge End on the Cotton in the Scott Trial.

KAWASAKI OFFER 1970: On the ‘Micro’ 125cc Dalesman holding the line on Worsleys Wash in the Northern Experts.

“I had to sell the Greeves as I had decided to concentrate on trials and so bought a new 250 Bultaco. I began to get some good results in the nationals. This was when Comerfords got in touch and gave me a 325 Bultaco with sponsorship through Barrie Rodgers’ Derby motorcycle dealership. “In 1975, I was lying in fourth place in the Scottish on the Friday when, going up the very steep ‘Caillich’, I fell and broke a bone in my left hand. Somehow, I managed to get the Bultaco down the hill and onto the Mamore road to ride back to Fort William where Jock Wilson took me to the hospital. They confirmed it was broken and put a pot on it. I took the pot off in the morning and managed to ride the machine back to the finish in Edinburgh but unfortunately dropped down to sixth place.”

1972: Looking much more in control on the 250cc Bultaco on Hollinsclough.

“The following year, I was offered a Kawasaki. I was promised the same machine as Don Smith, but I only received the standard KT250. I soon realised it was a big mistake, so I contacted Comerfords a week before the ‘Scottish’, and they agreed to give me a 250 Sherpa for the SSDT, and I came home in 15th place. They followed that up with another 325 Sherpa after Scotland. Comerfords were incredibly good to me and gave me a new machine every six months. I also got a bonus payment for good results, funded by Shell. I also had my entry fee paid along with some expenses.”

WEDDING BELLS

Chris and Ann married in 1976 after a twoyear engagement. Chris: “I started racing again and bought a new 250 Bultaco Pursang from Comerfords, and gained expert status in the East Midlands centre. In those days, there was a meeting within a 60-mile radius of home every weekend, and the prize money was rather good

too. I decided I need something a bit quicker and so I bought a 400 Maico. I was still riding for Comerfords in trials. They noticed I was winning a few centre meetings and so sent me an exVaughan Semmens 360 Pursang. It was a quick motorcycle but not as good as the Maico, but it was almost new with free spares thrown in. Chris: “In 1978, I decided to have a go at the East Midlands Championship in both trials and scrambles. Luckily the meetings did not clash — and I won both that year. In the same year, I managed 15th position in the Scottish too. I really enjoyed the Scott Trial, one year finishing 12th. I won four Scott spoons and was immensely proud to have finished both the Scottish and Scott Trials every time I entered.”

PATTER OF TINY FEET

In 1978, Ann gave birth to their first child, Karen, followed by Debbie in 1980, and then Alison in 1987. Chris: “By 1978, Comerfords was importing KTM motocross and enduro machines, and

1974: Watched by Steve Wilson on the 325cc Bultaco.

Spring 2021 • Classic Trial Magazine

Chris Milner • Remembering

1975: Looking relieved after cleaning Hawk’s Nest in the Inter Centre Team Trial.

they arranged a sponsorship deal for me through P&S Motorcycles. I rode the KTMs for about four years, still with a deal through P&S. I rode Bultacos for about seven years for Comerfords then gave up scrambling to concentrate on trials.” During 1982, Chris was now receiving support through a local dealer on Fantics. He rode the SSDT on the 200 model coming home in 35th place. He then rode the new 240 Fantic. Chris: “I then bought a Tiger Cub with the Pre-65 Scottish in mind. The first time I competed was in 1990, and I finished third, with Mick Andrews and Dave Thorpe on zero marks; I lost one dab on Pipeline. I entered most years from 1990 but, unfortunately, I did not have much luck in the dreaded ballot! “I rode my last in 2016 and finished in 50th position. I was not very fit after being in hospital for a month with Sepsis before the trial.”

1975: Looking very stylish riding down Washfold in Hurst Village, on the homeward leg in the Scott Trial.

GRANDCHILDREN

Chris and Ann were blessed with seven grandchildren; four girls and three boys. Their grandson, Jack, showed a keen interest in motorcycles from a young age. For Jack’s third birthday, Chris bought him an electric OSET, which he loved. As Jack got older, he often went cycling and attended the trials events with Chris. None of the girls really took an interest in motorcycles, but they did enjoy supporting him whenever he rode. The couple’s last grandson was born in May 2017, and Chris was fortunate enough to have seen him for a few months before he died at the age of 65.

1976: End-of-season action: the Superstars Trial in Yorkshire sponsored by TT Leathers, on the Bultaco.

RESULTS DO THE TALKING

In a riding career that spanned almost five decades, Chris Milner won five Nationals trials including best performance and tied with Martin Lampkin at the ACU Inter Centre Team Trial. He competed 12 times in the Scottish Six Days Trial; twice on an Ossa, seven times on a Bultaco, twice on a Fantic and lastly on a mono-shock Yamaha TY250R. He came sixth overall in the British round of the World Championship at Congresbury, Bristol, in 1978. Chris is the only rider ever to have won the East Midlands Champion Trials and Scrambles in the same year – 1978.

1978: Chris decided to have a go at the East Midlands Championship in both trials and scrambles. Luckily the meetings did not clash and he won both titles on the Comerfords-sponsored Bultaco machines.

1979: Winning the Best 250cc award on the Comerfords’ Bultaco at the SSDT.

Classic Trial Magazine • Spring 2021

1981: Under the umbrella, working on the Fantic 200 at the SSDT.

Remembering • Chris Milner Adrian Clarke, 1979 British Trials Sidecar Champion and four-time British Experts sidecar winner 1977–80: “Chris was already a competitor in trials when I started roadbased trials in 1969 on an Ossa Pennine. Ralph Venables dubbed him the next Sammy Miller. He had some very strong early results, and he was also an incredibly good scrambler. He was the only person to win East Midlands trials and scrambles championships in the same year. “Chris was a sheet metal worker and an excellent car body repairer. He was selfemployed most of his working life. He used his fabrication and engineering skills to build some extremely competitive motorcycles over the years. He just seemed to be always around, riding locally when he stopped doing the big national events. A true enthusiast, a very nice guy, and it was a pleasure to have known him.” Dave Thorpe on Chris Milner: “Chris was an exceptionally talented trials and motocross rider, and I had to be on my game to try and beat him. We travelled to events quite a few times together. One particular time we travelled to the Scottish Six Days, when it started in Edinburgh. We stayed in a bed and breakfast where the landlady came across as being very prim and proper, but she took a shine to young Chris. The next morning at breakfast, which was a cooked ‘Full English’, Chris had been given a rather runny egg. He said, “I cannot eat this”. I said “well, you’ll have to, or she will be offended!” Chris then opened a drawer and tipped the egg inside it!

2011: Loving the sun in Scotland.

2006: Body-lean on the Gas Gas in the Jack Wood Trial

“Another time we travelled to Ireland for the Hurst Cup, leaving our van at Liverpool. On the way to the boat, I lost him but got on the boat with all the other riders, assuming Chris must have got on as well. During the journey, I was called to the radio room; it was Chris. He had managed to get on the wrong boat and was on his way to Heysham!”

2010: On the Triumph Tiger Cub in the Pre-65 Scottish.

Steve Wilson on Chris Milner: “Everything Chris did, he did well. Everyone he met, he treated well. Simply one of the nicest people you could ever wish to meet.” We are left with fond memories of a quiet, unassuming man from Chesterfield that excelled at his chosen sports in off-road motorcycling; his results certainly spoke for him.

2016: He rode his last Pre-65 Scottish, finishing in 50th position. He was not very fit after being in hospital for a month with Sepsis prior to the trial.

Spring 2021 • Classic Trial Magazine

TWIN SHOCK RESTORATION

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Showtime • Milan

ON SHOW IN MILAN

TWIN-SHOCKERS Pictured right with me is Raffaele Gallieni from the 2019 Italian FIM Trial World Championship round. You may have seen that he has been around the trials scene for many years like myself. In a recent email communication with Raffaele, he said he would send me some of his older pictures from the famous Milan Motorcycle Show in Italy. When they arrived, I was over the moon; it was a true ‘wind-back’ of the clock when the Italian motorcycle industry moved in force into the trials world. It’s more of a pictorial look at the show, but historically, the pictures were too good not to use. Words: John Hulme • Pictures: Raffaele Gallieni

have a passion for Italian motorcycles, having ridden both SWM and Moto Gori machines during my trials career. Off the back of my involvement with these two brands of machines, I established wonderful friendships with many riders from around the world and still keep in touch with them today, including some of the ‘Top Brass’ and famous riders from SWM. In particular, I’m in constant contact with Bernie Schreiber. He writes a column for our sister publication Trial Magazine. On my many trips abroad, I still contact Danilo Galeazzi from Italy, Gilles Burgat and Charles Coutard from France, and the Italian SWM trials team manager, Pietro Kuciukian.

MONTESA

Still, on a roll after the tremendous global success of the Montesa Cota 348, they presented the new Cota 349. It was slightly longer, with an extended wheelbase to its predecessor, and more powerful, to suit the more challenging conditions found in the FIM World Championship events. It still featured the easy access to the carburettor and air filter system, whereby releasing two rubber straps at the rear the whole tank cover could pivot up from two locating points at the front. Riding a very similar machine, Great Britain’s Malcolm Rathmell would win the Scottish Six Days Trial, the first for this Spanish manufacturer, and the ACU British Trials Championship.

MILAN SHOW

This iconic Italian Motorcycle Show, Pre-Covid-19, was still the ‘one to go to’ with all the major players in the trials world showing their products. Now titled the EICMA, the 2018 show attracted over half-a-million visitors and more than 1,200 exhibiting brands.

1979

TRANSAMA

MOTO GORI

Green was go for Moto Gori. At the close of the ’70s, the Italian motorcycle manufacturers were starting to take the trials world more seriously. It was very much a new field of business in which they were starting to explore. A move from Sachs engine to the Austrian Rotax would be made in its off-road range. The trials model was an SWM clone, but so was the new BPS trials model in France. After a slow start, Moto Gori would gather momentum and expand into both Enduro and Motocross. It gained a good reputation for building bullet-proof machinery. 66

Of all the trials machines to come from Italy during the 1970s and 1980s — the twin-shock era — this Hiro engined Transama 320 is certainly one of the most original. It was built by Luigi Maltry, a Swiss technician who incorporated a number of radical solutions to the trials motorcycle which created this very interesting machine. Much better known for its Motocross and Enduro, the Transama 320 is one of those rare machines that didn’t have much success in competition or on the sales front. This red model is the prototype.

“…the Transama 320 is one of those rare machines that didn’t have much success in competition or on the sales front.” Spring 2021 • Classic Trial Magazine

Milan • Showtime

APRILIA

Along with so many of the new breed of Italian manufacturers wanting to break into the trials market, they did not have the financial resources to develop their own engine, so the donor power plant was the Sammy Miller developed Hiro two-stroke. It had the usual mixture of Italian suspension and wheel components, which, at the time, were so popular and easy to access. In truth, they all worked very well. Once again, the trials market was a new area of off-road for Aprilia, and this model proved not to be very popular.

MONTESA

For the more adventurous who wanted more power, the ‘White Wonder’ Montesa Cota 349 was also offered as a conversion, using the attached caterpillar at the rear and the single ski at the front for steering! Something tells us that this looks, shall we say, challenging to ride.

1981

ITALJET

BPS

We maybe need the help of the readers to identify this BPS. Mentioning earlier, BPS cloned other manufacturers’ machines and used a trading license to sell their rebranded machines in France. Maybe it’s Cagiva based?

In the trials world, all eyes were on the new Italjet ridden by the 1979 FIM Trial World Champion from the USA, Bernie Schreiber. He had made the shock move from Bultaco mid-season 1980 to the new Italian Italjet. After two non-points-scoring rides, he then won the last four world rounds in the process. It was a ‘new’ machine, a green Bultaco in many ways, but using a new design Italjet engine, which initially used a Bultaco cylinder head and barrel. Delays with the supply of components had affected the new machine’s production, but it was now ready for the buying public.

SWM

FANTIC

Only in Italy, a country known for engineering strange ideas, this caterpillar device was offered at the show as a fitment to the Fantic 200 model. Classic Trial Magazine • Spring 2021

Most certainly on a roll with French rider Gilles Burgat, SWM had won the 1981 Scottish Six Days Trial and the FIM World Trials Championship. Using the very reliable air-cooled single-cylinder Rotax two-stroke engine, Burgat was the revelation of the season. The SWM was evolving all the time, so why change a winning formula! The new model in this picture only features cosmetic changes and is based around Burgat’s winning machine. As history records, the French rider moved to the rival Italian manufacturer Fantic for the 1982 season. 67

Showtime • Milan success was off the back of his brother Francesco’s support, with his high standard of technical excellence in both design and engineering. After working for many manufacturers in Italy in 1973, Francesco Villa decided to produce his own engines for off-road use. Find out about the Villa trials story in Classic Trial Magazine issue 29.

1983

TRANSAMA

Created by the Swiss-Italian Luigi Maltry, and with the collaboration and support of the industrialist Paolo Campanelli, the Transama was put into production. The first examples were in dealers in early 1980. Now sporting a white aesthetic, the production models had seen some work carried out on the Sammy Miller inspired Hiro engine. The machine globally conformed to its conception’s design objectives; the Transama did not resemble any other machine on sale. However, commercial success did not follow, and we have no production figures for this innovative trials machine.

ITALJET

Despite Bernie Schreiber’s departure as he moved to SWM in 1982, Italjet continued with the production of its trials model range. They had sold quite well, and the French rider, Phillipe Berlatier, rode for the Italian manufacturer in the early part of his world championship career. Colin Appleyard Motorcycles had looked after the brand in the UK, and Peter Cartwright had some success on the green machines. Production would finish in the mid-80s.

VALENTI

An Italian motorcycle show would always be the place to show the smaller manufacturers’ machines, and Valenti presented an off-road range. I am not sure, but I think this is the Tau engine. It was evident that the Italian motorcycle industry was desperate to take away a share of the trials market once dominated by Spanish motorcycle manufacturers. This machine looks very much like a prototype put together just for the show.

VILLA

Walter Villa was a great motorcycle road racer who died of a heart attack at the tender age of 58 in 2002, hence the Villa motorcycle name. I had never seen a picture of this gold-coloured Villa before. Part of his racing 68

OSSA

It was a fight for survival for the once-mighty Spanish manufacturers Bultaco Montesa and Ossa. This ‘new’ model project, named the TR Domino, was supported by the Italian Ossa importer. It used part of the frame tubes for the exhaust system in an attempt to lower the seat height. It also had a rear disc brake fitted, which worked on the rear sprocket with the braking surface below the sprocket teeth! To further improve the brakes, the front one was a twin leading shoe. This machine never made production, where is it now?

“It was a fight for survival for the once-mighty Spanish manufacturers Bultaco Montesa and Ossa. This ‘new’ model project, named the TR Domino, was supported by the Italian Ossa importer.” Spring 2021 • Classic Trial Magazine

Milan • Showtime air-cooled disc valve two-stroke route. It appears very agricultural but functional in a funny way, with a frame concept similar to the later Mecatecno by hanging the frame from the top tube with the engine leaning forward to lower the centre of gravity, leaving the underside of the engine very exposed for the world of motorcycle trials.

VALENTI

Looking much more like a serious trials model, you must agree that this machine looks competitive and workman-like. It featured a very high air intake, making it ideally suited to trials, and performed very well. Using the TAU engine, the Italian motorcycle manufacturer put the machine into production, using a host of quality components. Despite ambitious ideas, the machines did not sell in large enough numbers for it to be financially viable. As we have seen in the past, using a donor engine from another manufacturer does not secure the machine a future.

1984

CCE

Talk about a complicated story – this machine named the CCE Puma 384 started life as a Maico! Designed and built by the Italian Emilo Carra, with support from the country’s Maico importer, it did not use a single Maico part. Still, it was part of a project to produce a Kram-It trials machine for the Kramer motorcycle importer into Italy. The engine is a heavily disguised TAU under the orange paint. They were first designed by engineer Dr Aroldo Trivelli of Milan who initially went down the

Classic Trial Magazine • Spring 2021

BETA

Pedro Olle had a superb development record and, backed by the forwardthinking Italians at Beta. He would soon start to deliver the result with this single-shock model. When the ground-breaking mono-shock Yamaha arrived in 1983, Beta would be the first to raise their game and take the fight to the Japanese. I think you will agree that they took the correct decision to abandon the old and antiquated twin-shock machines.

CAGIVA

Another Anglo-European-conceived machine, the Cagiva was a rebadge of the Merlin from Spain, using the Italian Cagiva engine. Worldwide they would be sold as Cagiva models, but for the Spanish market, it would be Merlin. As the Bultaco factory struggled to survive, it was Ignacio Bulto, the son of the Bultaco founder Francisco Bulto, who moved from the famous name and formed the Merlin factory, with this machine as the end result. With its famous sporting heritage, it would be the Cagiva that would be displayed in Italy.

Showtime • Milan

OSSA

With one last throw of the dice, the ailing Spanish manufacturer Ossa produced a batch of this red 303 model. The remaining loyal dealers struggled to sell these last models before the Ossa factory finally closed its doors.

1985

APRILIA

Still using the tried-and-tested air-cooled Rotax engine, the Italian engineers had been very busy and presented this white TX 311 model. With disc brakes fitted at the front and rear and a new single rear ‘shock’ suspension setup it certainly looked the part. The engine had seen some much-needed development at Aprilia in an attempt to calm down its aggressive power delivery.

BETA

It would be the Spanish combination of Pedro Olle and Jordi Tarres who would develop and evolve this new-model Beta. The TR33 would be helped with its development by the young Tarres and his new radical riding style. A rider and manufacturer so hungry for success; as they say, the rest is history. 70

FANTIC

After surviving a challenging period of financial problems, Fantic were now back on track with a range of mono-shock machines. This 50cc model featured front and rear disc brakes as well as a water-cooled engine. Did they have a vision of the way the motorcycle trials engine would change in the not-too-distant future?

KRAM-IT

Initially named Kramer Italia, Kram-It was established as a motorcycle manufacturer towards the end of the ’70s by Fritz Kramer of Germany. By the early ’80s, the manufacturer would move to Legnano in Italy, hence the Kram-It. If you look closely at this picture, you will see the very strange front exhaust pipe arrangement. It carries the main part of the exhaust and expansion chamber at the front of the engine which we would see later on the Montesa Cota 242. This blue 125cc model uses the Motor Minarelli engine.

MONTESA

Since arriving in the trials world in the late ’60s with its Cota models, Montesa had enjoyed the highs and lows of both success and machine sales. Tough financial times in the early ’80s had seen the brand take a considerable downturn, in both success and sales. As a launch platform to take the machines back up the ladder – in both success and sales – the Cota 304 was the start of the next chapter in the success story of Montesa. Spring 2021 • Classic Trial Magazine

Best of British • Walwin

WALWIN MOTORCYCLES BUILT IN BRITAIN

The world of Classic Trial Magazine and motorcycles continues to amaze me. I wrote this article after making contact with Ross Winwood. As mentioned on occasion, my father was an Automotive Instrument Fitter in the Research and Development facility at Ferodo Brake Linings based at Chapel-en-le-Frith in Derbyshire for most of his working life until he retired. As part of his job, he would visit other automotive suppliers in the ‘hub’ of the automotive world in Great Britain, the Midlands. One particular manufacturer was Girling Brakes at Tyseley, Birmingham, where he would become friends with a certain Ray Winwood, the Development Garage Manager, and Ross’s father. Their common interest was motorcycle trials. I vaguely remember my father, Ron, coming back from one of his trips and talking to me at a very young age about this man he knew who helped his two sons build trials motorcycles, but that they looked very different. At one of the British Experts trials in the late ’60s, we would first see a Walwin trials motorcycle. Unbeknown to me at the time, this is where I would meet Ross Winwood for the very first time. Words: Ross Winwood, John Hulme and John Moffat Pictures: Brian Holder, Bob Currie, Winwood Family, Alan Vines and Eric Kitchen

Spring 2021 • Classic Trial Magazine

Walwin • Best of British

1966 SSDT: Ross starts his first ‘Scottish’. In 1962 they designed a completely new duplex frame to house the BSA C15 engine. 1966 SSDT: Mike fights to keep forward motion.

oss Winwood’s grandfather, Walter, had a company called Walwin Engineering which his father, Ray later took over. Ray was a toolmaker and designer and ran the company until the late ’50s when the company closed down; he then secured a Development Garage Manager position at Girling Brakes. In his younger days, he rode in Grasstrack events on various specially built machines using Rudge and other engines. Len Vale-Onslow was a long-time friend and collaborated on a number of machines at that time. Apart from his interest in motorcycles, he also competed as a passenger in car trials with Ron Kemp. He was responsible for tuning engines for their car design and build. His wife, Gwen, was heavily involved with the midland Centre ACU and, as a family, they ran events for the Kings Norton MCC and later for the Birmingham MCC, for which Ross was the club captain in the late ’60s. Ross has a brother, Mike, who is four years older than him. When he was 16 years old, his father built what was perhaps the first Walwin trials motorcycle using an Ariel HT350 engine in a home-built duplex frame. He rode it in the Midland Centre trials and one Scottish Six Days Trial.

Walwin also produced scrambles machinery, this is a tasty looking BSA.

EARLY DAYS

Ross: “The history of Walwin motorcycles goes back to when my father built his own grasstrack machines in the ’30s and ’40s; however, my history began in the late ’50s. “In 1957, my father, Ray, built a duplex frame to house an Ariel HT engine for my brother Mike’s first trials machine when he was 16 years old. My first trials motorcycle came in 1961 when I too turned 16. It was a standard four-stroke BSA C15T. Over the late ’50s and early ’60s, apart from the Ariel frame, we used frames, engines and ancillaries from other motorcycles to

These machines were ridden by Mike and Ross with some success until they retired from scrambling in the early ’70s.

Classic Trial Magazine • Spring 2021

Standing proud: the BSA Walwin scrambles machine.

Ross ‘Back Marking’ at the 1968 British Experts trial on the Walwin BSA.

Best of British • Walwin 1970 SSDT: Ross looks to be enjoying himself as he ‘cleans’ Glenogle on his pride and joy, the Walwin BSA Bantam.

1969: In late 1968 Ray, along with his father, developed an idea for a completely new trials frame to house the 175cc BSA Bantam engine, and in 1969 the alloy plate frame was born.

gear trains for the multi-head drill machines the company made. They sent him to Birmingham art school to learn technical illustration. In 1967, he joined BSA as an illustrator producing parts lists, and eventually took the position as a technical author. He also had a lot of involvement with the development department. Before BSA closed, his last job was to write and illustrate the ‘Rocket Three’ model workshop manual. After BSA’s closure, Mike went to work at Girling and Ross moved to Wassell to help develop their Sachs engined trials and scrambles models.

WALWIN MOTORCYCLES 1970 SSDT: Along with BSA rider Mick Bowers on his experimental BSA Bantam, Ross was forced to retire when the factory supplied ‘big end’ seized up.

make ‘Bitsas’. Mike’s first scrambler was a 500 Ariel engine in a BSA Goldstar frame, and I had an underpowered 250 Velocette engine in a BSA Goldstar frame as my entry into scrambling; this bought us to the end of 1962. “Although not old enough at this time, I had various other motorcycles including a 98cc twostroke hand-gear-change Norman and actually rode in a trial at the age of 15 on a 125cc rigid framed James.”

1971: Ross concentrates hard at the Colmore Cup trial in the February on the 175cc Walwin BSA Bantam.

MOTORCYCLE LIFE

Mike Winwood started as an apprentice at BSA and worked as a draughtsman until BSA’s demise in 1972. The entry for Ross into the motorcycle world was as an apprentice at Royal Enfield in 1961, which only lasted a week as they used apprentices as cheap labour. His first task was to produce 1,000,000 crankcase studs! He then secured an excellent apprenticeship at an engineering company, finishing up in the drawing office producing exploded drawings of

In 1962, they designed a completely new duplex frame to house the BSA C15 engines. These were a vast improvement on the standard C15 frames, as they were much lighter and better for trials, and both brothers enjoyed success on them. They developed these frames over the next few years, building new machines for the SSDT each year. In 1963, using the experience of building Reynolds 531 tubular trials frames, they designed a duplex frame to house a 500cc Velocette Venom engine for Mike. This frame housed the oil tank, which became the norm for all four-stroke Walwins from then on. There needed to be fancy engineering with the Velocette to achieve the correct chain

1971 SSDT: In late 1970 they designed an aluminium frame to house a four-stroke BSA engine. The engine was a BSA B25 with sand-cast crankcases purchased from the completion department for £2.50. Using a B50 aluminium motocross fuel tank, front wheel hub and four stud front forks and a Triumph Tiger Cub rear wheel hub, it was certainly a ‘Bitsa’.

1970 SSDT: All the eyes are on Mike on the new Walwin BSA on his way to finishing in 47th position.

Spring 2021 • Classic Trial Magazine

Walwin • Best of British

1971 SSDT: Ross gets his feet down on the lower slopes of Ben Nevis.

line without offsetting the engine. A Norton gearbox was married up by using an outrigger bearing on the engine crankshaft and a Royal Enfield chain-case. During 1964, and taking note of the handling characteristics and some other improvements, they built the second Velocette-engined Walwin for Ross. As a decent front fork was not readily available at this time, they used the standard BSA fork legs but with a Girling Gas damper, which gave much better-controlled action. After a couple of successful seasons and the emerging success of the four-stroke BSA 440cc Victor engine, combined with the problems of crankpin breakages on the Velocette engine, they decided to retire them although a very good friend of Ross, Ian Turner, continued to race one until Velocette engine parts were no longer readily available.

1971 SSDT: Ross cleans the iconic Pipeline on the BSA.

order, but we decided to shelve this project due to some manufacturing problems. Mike and I rode these machines with some success until we retired from scrambling in the early ’70s. Both Mike and I, headed by my father, collaborated in the design and build of the early Walwins. However, as time went on, Mike took more of a back seat on design. Usually, when we designed a new machine, it would be for me then, once tried and tested, we would make one for Mike.”

ALUMINIUM WALWIN TRIALS MODELS

Ross: “In late 1968, I, along with my father, Ray, developed an idea for a completely new trials frame to house 175cc BSA Bantam engine, and

BSA WALWIN SCRAMBLERS

Ross: “In 1966 we designed and built a frame kit for the BSA 440 engine for me. Mike was racing a standard Victor at this time but was unhappy with the handling. We made six frame kits to

The Ross Winwood Mickmar engine machine. It gave hope to a breed of trials riders who wanted to remain faithful to the once proud motorcycle manufacturing heritage in Great Britain. The prototype Mickmar engine, designed by Michael Martin.

1971 SSDT: Mike foots his way up Pipeline.

in 1969 the alloy plate frame was born. The alloy Walwins were designed by my father and me alone, with a fair amount of machining done with the help of Girling’s machine shop and hours of hand-cutting the alloy plates – do remember, laser cutting was a process of the future. “This radical design was cut out by hand from aircraft-quality Dural, which was extremely light and very rigid. The bolt-on steering head assembly was turned in a lathe from a solid billet which was bolted to the frame plates, easily enabling different steering head angles to be achieved without manufacturing a completely new frame. “The engine was a fairly standard 175 BSA Bantam unit built with some support from the BSA factory in the way of parts, including a trials gear cluster used in the factory works machines. The whole complete motorcycle with a gallon of petrol weighed in at just 160lb. By far, this motorcycle was the most successful Walwin trials machine; I had many great rides on it. “In late 1970, we designed an aluminium frame to house a BSA B25 engine specifically for the 1971 SSDT. This used a lot of standard tried and tested BSA cycle parts, and had some fairly drastic changes to the engine to achieve softer power than the ‘fiery’ standard B25 unit. This machine was moderately successful and robust enough for the ‘Scottish’. That week my claim to fame was to clean Pipeline on the last day; it was very good in a straight line.

MICKMAR WALWIN

1971 Bemrose Trophy Trial: Ross attacks the well-known Hawk’s Nest sections.

Classic Trial Magazine • Spring 2021

Ross Winwood built a complete machine for the prototype Mickmar engine with some very advanced features found on today’s modern trials machines. This included a removable aluminium rear sub-frame which housed the air-filter, exhaust silencer and seat in one monocoque unit.

In 1970, they became involved with designing a frame to house the prototype Mickmar engine which Michael Martin designed. They built a complete machine with some very advanced features found on today’s modern trials machines, such as a removable aluminium rear sub-frame which housed the air-filter, exhaust silencer and seat in one monocoque unit. By this time DVLA recognised Walwin as a motorcycle manufacturer and decided to enter 75

Best of British • Walwin

Ross, with his wife Paula as passenger, competed for a couple of seasons in sidecar trials. The machine is the Walwin Ossa.

1973 Colmore Cup: Ross purchased an ex-works Ossa and installed the engine along with some of the running gear into the Walwin Frame. It turned out to be very successful and probably influenced at least one major manufacturer in their later designs.

a Walwin team in the 1972 SSDT. Ross would ride the new Mickmar, Mike was to have a 250 Bultaco engined version, and Ian Turner was to compete on the aluminium 250 BSA engined machine. Unfortunately, the Mickmar needed much more development to become a viable trials engine. With very little time left before the Scottish, they had to decide what engine to use with a similar exhaust outlet position and engine dimensions. The only engine available at this time was a very good 250 Ossa one. Ross purchased an ex-works Ossa and installed the engine along with some of the running gear. The weight with the Ossa engine was 165lbs. This Walwin turned out to be very successful and probably influenced at least one major manufacturer in their later designs. They did consider producing this machine as a production trials model, but the complete lack of an available proprietary engine at the time scuppered this plan. Now, in more modern times, it would, of course, be much more viable. The brothers rode these Walwins until retiring from solo trials in the late ’70s. The machine was later converted to a sidecar outfit with a newly designed sidecar. Ross and his wife, Paula, as passenger, competed for a couple of seasons until, during a very difficult section at the Colmore British championship round, an accident put her in intensive care with broken ribs and a punctured lung subsequently putting paid to the venture.

WALWIN GRASS TRACK MACHINES

In 1973, Ross fancied having a go at grass track, but starting out on an Elstar frame with a BSA B50 engine the first thing he realised was that the standard’ rubber band’ forks were not for him. Later that season, he designed and built a new frame, with metal profile front forks and an aluminium plate sub-frame with oil in the top tube. The standard B50 engine was ‘tweaked’ by his father Ray; he was a wizard on cylinder head shaping. So along with an unbelievable 19–1 compression ratio and a squish head design achieved what was, arguably, the fastest BSA engine grasstracker in the country. In 1975, Ross won the Midland Centre 500 championship and the Shropshire championship in 1976. In 1977, he was sponsored with a 500 Westlake engine, which

In I973 Ross designed and built a new grass-track frame with Metal Profile front forks and an aluminium plate sub-frame with oil in the top tube.

The standard B50 engine was ‘tweaked’ by his father, Ray, who was a wizard on cylinder head shaping; it was arguably the fastest BSA engine grass tracker in the country.

replaced the BSA unit, but he never had great success with this setup. In 1976, he designed and built an all-aluminium frame to house a 350 BSA engine, and he rode this for two seasons until retiring from motorcycle sport in 1978.

RETIREMENT

Ross: “After retiring, I had very little contact with the sport until, in 2017, my son Adam tried tracing some of the Walwins with a view to buying one as a legacy; he wasn’t born until after I had retired. It ignited an interest for the two of us to trace any of the aluminium-framed trials machines. In 2020, I traced all four of the alloy-framed 175 and 250 models and, in the end, Adam and my wife, Paula, purchased my BSA Bantam-engined machine from Keith Quinn as a Christmas present which will now never leave the family. “After some research, I have traced more Walwin owners in various parts of the world. After a few owners, the Walwin sidecar outfit, now belongs to Olivier Barjon in France, who is restoring it as a solo with a Mickmar engine. The two grasstrack machines now belong to Alan Jones from Australia who may have by now exported the machines out there. Two of the scramblers are in the process of being restored in Ireland. “I would like to thank the Classic Trial Magazine editor John Hulme for bringing this story to life on the Walwin motorcycles that mean so much to the family.”

Lancastrian Keith Quinn rode both the fourstroke and two-stroke trials Walwin. This picture is from 1990 at a Bootle Club trial.

Spring 2021 • 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.

Super Shop • Comerfords

LOOK FOR COMERFORDS PART ONE

One of the best-known sporting dealers in the United Kingdom was undoubtedly Comerfords Limited of Thames Ditton, Surrey. They were very much sporting dealers in the true sense of the word, with employees openly encouraged to compete in a variety of sporting events at the weekend and earn a livelihood during the working week. Many former employees were more than happy to recount the days when they worked at the Surrey dealership for our article. It was much more than a motorcycle shop. Comerfords Ltd also inadvertently spawned a plethora of motorcycle businesses in the Surrey County, set up by former employees. Comerfords have now gone from Oxford House, Portsmouth Road, but not forgotten – well not quite! Read on to discover what really happened, from the people that were there. Words: John Moffat (Trials Guru) with the cooperation and contribution from Bernie Schreiber, Alan Lampkin, Clive Dopson, Dave Renham, Derek Cranfield, Steve Saunders, Dave Thorpe (Trials), Dave Thorpe (Motocross), Colin Boniface, Carly Miller, Vic Allan, Roger Davy, Liz Argent, Steve Wilson, Gary Wright, Yrjo Vesterinen, Paul Slark and John May. Pictures: Dave Campling, Malcolm Carling, Mike Rapley, Eric Kitchen, Brian Holder, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Alan Vines, Yoomee Archive, Bultaco, Bernie Schreiber Collection and Paul Bennett.

Spring 2021 • Classic Trial Magazine

Comerfords • Super Shop 1966: Pictured right is 90 secondhand machines listed for sale at Comerfords’ ‘Super-Shop’.

1965 SSDT: You can feel the ‘four-stroke sensation’ as Jock Wilson stays feet-up on the Ariel. He purchased 786 GON as it was cheaper than its famous stablemate GOV 132.

n 1925, AET ‘Teddy’ Comerford set up in business at Pease Pottage in West Sussex to sell and service motorcycles. The premises consisted of an old stable, but that did not deter Mr Comerford, who was a bit of a character, to say the least. He was a jack-of-all-trades, ranging from freelance salesman to racehorse owner to sporting motorcyclist, having raced a Rudge at Brooklands pre-war. Teddy Comerford’s ancestors were part Irish; in fact, the name from Gaelic Irish is derived from ‘Cumascach’, meaning a ‘mixer’ or ‘confuser’.

THE EARLY DAYS

Teddy Comerford spotted a butcher’s shop that was closing down in Thames Ditton, so the business moved to new premises, and Teddy took on his first employee: engineer and enthusiast Bob Winter, who remained at the firm for 47 years, finishing up as Managing Director.

1965 SSDT: Reg May was one of the first to own a Bultaco Sherpa T when they arrived in early 1965, just in time for the ‘Scottish’.

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Over the years the firm purchased all the adjacent properties and those across the Portsmouth Road, which consisted of shops, houses and a row of cottages. The long site slowly morphed into the Portsmouth Road Empire of Comerfords. Such was the commitment of all branches to motorcycle sport, in 1930, Comerford built a batch of 300 purpose-built speedway machines — a sport that had started in Australia and was brought to the UK. Designed by George Wallis, the machine was spawned from local rider Les Blakeborough’s successful Cotton machine, which Comerfords supplied. The ‘Comerford-Wallis’ Special retailed for £80 and was fitted with a tuned 500cc JAP engine, exactly right for ‘cinder-shifting’. As the firm grew, Teddy Comerford formed the private limited company in April 1936 registered as simply ‘Comerford’s Limited’, and it was to be known as such until the shop closed in 1989.

1966 SSDT: An early Comerfords employee in his trials career was Gordon Farley. Here he fits the riding numbers to his ‘Tiger’ Cub.

Super Shop • Comerfords

1967: A Comerfords ‘working day’ with the new Comerfords Triumph Cub and BSA Bantam trials models.

1966 SSDT: Joining as a motorcycle salesman and then promoted to assistant stores manager, Derek Cranfield worked at Comerfords for ten years.

COMERFORD’S LIMITED

Well-known trials rider and super-salesman Bert Thorn joined the firm in 1937. As a 14-year-old, straight from school, he worked his way up to General Manager and latterly Sales Director of the company, retiring at age 63. His only employer was Comerfords. Thorn was a man who never lost his love of the sport, having ridden in several Scottish Six Days Trials and major national trials many times over. It was Thorn who ensured the company sponsored so many young riders from the 1960s through to the 1980s, many of whom became British champions in their chosen discipline. Thorn craved publicity for the company. During the Bultaco halcyon days, Bert and his wife Iris could be seen at national trials and the paddocks of major motocross events, supporting the Bultaco riders nearly every weekend of the year. Over the years the employee role was like a who’s who of competitive motorcyclists; the list was extensive, with around 20 per cent of the 100-strong workforce regularly competing in trials, scrambles, grass track and road racing. We will touch on many of these characters in this article — it would be rude not to!

The company held a multiple dealership agreement with most of the British manufacturers and had a close relationship with Associated Motorcycles at Plumstead. In fact, many of the former factory AJS and Matchless team machines found their way into the hands of Comerfords staff and customers. One such machine was the short-stroke factory AJS, registration number: VYW659 ridden by Gordon Jackson, which then became the property of Jock Wilson in 1963. Wilson won a Special First-Class award at the 1964 SSDT on this very machine. When Gordon Jackson won the 1961 Scottish Six Days, losing one solitary mark, Bert Thorn submitted an order for 100 replicas of Jackson’s machine with AMC when he returned from Scotland. The order was never fulfilled by Plumstead. Road-going machine sales were, of course, the bread-and-butter part of the company, with Honda, Lambretta and Suzuki franchises forming the greater part of the business and a Honda car dealership further down Portsmouth Road. Suzuki was added later, with Kawasaki being an absentee because of manufacturer politics. 1967: The Triumph ‘Comerford Cub’ derived from the Mountain Cub model T20M. This ‘Comerford Cub’ was a replica of the factory mounts of Gordon Farley and Roy Peplow.

COMPETITION SHOP

Competition Shop Manager, Reg May joined Comerfords in 1945 after leaving the Vickers Aircraft company. He would become best known in the trials world by having the reputation of making a Bultaco’ talk’. He was reputed to have the ability to set up a Bultaco machine better than the factory mechanics. Many of his development ideas would become embedded in the company’s Sherpa and Pursang production machines. Reg was always experimenting with porting and exhaust modifications to produce the utmost from the San Adria de Besos products. Few could match May’s expertise, such was his knowledge and ability, recognised the world over. When Reg May spoke, it was prudent to listen very carefully. The local club, Dittons MCC, was literally a Comerford employee-dominated club, and many of the senior employees who were members had humble beginnings. Don Howlett, latterly a director of the company, started as a 15-year-old apprentice at Comerfords; he was a successful scrambles rider until an accident relegated him to riding in trials. 80

1967: With Works BSA trials support withdrawn in late 1967 Comerfords launched a project to convert the crosscountry ‘Bushman’ export model into a trials model.

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Comerfords • Super Shop

SWINGING SIXTIES

The off-road competition department was much larger than most off-road dealers at the time. The small adverts in the motorcycle press were always headed up with ‘Look for Comerfords’ ensuring that the firm’s offerings were seen first to ensure an enquiry was forthcoming. By 1962, BSA had scaled down their Ariel trials effort. Comerfords effectively took Sammy Miller under their wing, offering some support up until 1964 on his heavily modified and radically developed HT5 trials machines. In fact, both Sammy’s 500cc Ariels, GOV132 and 786GON were wheeled into Comerfords’ showroom with price tags tied to their handlebars in early 1965, when Miller was snapped up by Senor Bulto to further develop the Bultaco Sherpa T. Jock Wilson bought 786GON as it was cheaper than its stablemate and carried many of the lighter alloy components that had been shared between the two machines during their years in Miller’s hands. GOV132, probably the most famous trials machine of all time, was eventually sold to a private buyer and rapidly changed hands thereafter. Comerfords fielded a group of riders in the ‘Scottish’ from 1963 to 1965 comprising company director Don Howlett, Jock Wilson, Mary Driver, Roger Davy, Sammy Miller and Reg May on a mixture of Greeves, AJS and Ariel machinery. The firm’s Ford Thames van was a familiar sight at the weigh-in at Edinburgh’s Gorgie Market. The firm also supplied a mixture of loan motorcycles for the route markers and officials at the SSDT for many years. Roger Davy married Angela, daughter of director Bert Thorn, and was an accomplished centre trials rider. A time-served builder working on a property within 200 yards of Comerfords, Roger used to walk through the showroom as an 18-year-old looking at the rows of motorcycles on his lunch break. One of the salesmen suggested that he should get a job with them as he spent so much time there!

1967: John Victor ‘Vic’ Allan came all the way down from Garlogie in deepest Aberdeenshire to become a workshop employee. He was invited to ride a Comerford Greeves, whilst during the week he would work as a mechanic in the workshop.

Roger Davy recalls: “I was earning £3 a week as an apprentice and the salesman said he was making double that with his commission. I gave it some thought, and about three months later, I started with Comerfords, working for my father-in-law to be. This was in 1962, and I stayed for six years before going back to my trade. I actually built the Honda car showroom for the company in Portsmouth Road! “I rode many trials under the Comerfords banner as well as riding several times in the Scottish Six Days Trial. I rode whatever the firm was pushing sales of at the time. It was Greeves for three years and then on to the two-stroke AJS in 1969 with a bit of help from Mike Jackson, who had left Greeves for Norton Villiers. Latterly it was always Bultaco being the main sales drive. “Comerfords were so involved in trials that we used to have three van-loads of machines at centre trials. “My father-in-law, Bert, was always the salesman and keen to secure publicity for the company, and this is where the story of the ‘Gordon Jackson stone’ evolved. In

1969: Roger Davy rode many trials under the Comerfords banner and a number of times in the Scottish Six Days Trial. He rode whatever the firm was pushing sales of at the time, seen here on the two-stroke AJS.

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1969: The Bultaco concession for the UK was up for grabs, relinquished by Rickman Brothers based at New Milton. It passed to the main Bultaco dealers Comerfords. This the SSDT programme advert.

conversation with a press reporter, Bert’ let it slip’ (deliberately) that he had uprooted the very rock that SSDT winner Jackson had taken his solitary dab upon and it was on his rockery. They sent a photographer round to his house to take a photo of it!”

THE TRIUMPH CONNECTION

Following the cessation of Triumph’s factory trials effort in 1966, Comerfords decided to produce their own version of the Tiger Cub in trials trim. The 1967 ‘Comerford Cub’, derived from the Mountain Cub model T20M. The Comerford Cub was a replica of the factory mounts of Gordon Farley and Roy Peplow. Triumph sold a batch of T20Ms directly to Comerfords. These machines were modified at Thames Ditton by Colin Morgan and supervised by Farley. Murray brush-fabricated the alloy components and the BSA Victor alloy fuel tank topped off the machine, which

1969: Reg May – Man and machine as one at the SSDT. They produced five ‘Comerford Trophy 250’ machines, a Triumph Trophy T25 modified by Reg in 1968.

Super Shop • Comerfords 1969: In late 1968 Gordon Farley, still in the employment of Comerfords and riding trials under contract to Greeves, signed an 18-month contract with Montala Motors to ride the Spanish Montesa Cota. Reg May continued to tune Gordon’s Montesa in secret.

retailed at £225. Comerfords’ stores also retailed the alloy components, enabling existing Triumph Cub owners to upgrade their own machines. Production spilled over into the following year with 80 Comerford Cub machines built in total and pre-registered by the company for customers. Many have survived to this day, being a sought-after machine that now commands high prices in original condition and specification. The firm also produced the Comerford Victor 441cc trials machine in 1966 and produced five ‘Comerford Trophy 250’ models, a Triumph Trophy T25 modified by Reg May in 1968.

VIC ALLAN

In 1967, one workshop employee came all the way down from Garlogie, in deepest Aberdeenshire. John Victor’ Vic’ Allan was invited to ride a Comerford Greeves while working as a mechanic in the workshop during the week. He was taken under the mentorship of the then Comerford spares manager and

1970: Martin Lampkin rode the Comerfords ex-Steve Monk Bultaco at the Scott Trial, his first competitive Bultaco ride.

1970: New Zealander Ivan Miller (Husqvarna) rode in the Comerfords team in scrambles. Malcolm Davis (AJS) tries to find a way past him in the Gloucester Grand National at Tiley.

fellow Scot, Peter ‘Jock’ Wilson. The common denominator was George Morrison, an Aberdonian friend of Jock’s who he met during their Army National Service. Morrison also knew the Allan family well. Vic had become the 1966 Scottish Scrambles champion on a 250cc DOT. Having served his time as an electrician, the 21-year-old moved lock, stock, wife, Anne, and infant daughter, Anne, to Thames Ditton and began a long association with the firm. He rented part of a house from the firm at £3 per week. Then another employee, Gordon Farley, moved into the downstairs room; he also paid £3 per week. In fact, Allan never held a direct factory Bultaco contract; it was always a Comerford Bultaco agreement. The first race meeting for the new Comerford signing was not all plain sailing though. Vic Allan: “I arrived at Comerfords on the Saturday morning and asked to see Jock Wilson, but was told it was his day off – and no one had been briefed that I was coming! I was to ride at Builth Wells at a televised scramble the next day, so I was directed to a nearly new, bog-standard 250cc Greeves Challenger which had little use and had been recently traded-in. We started up the machine, checked it over, loaded it up on my pick-up and headed back up to Wales to ride the next day. I came sixth, beating the then Greeves factory star Freddie Mayes, much to the delight of the folk at Comerfords. I suppose I had arrived with a bang!” Allan went on to become double British Motocross Champion in 1974 on a Comerford Bultaco 250 and a 360 Pursang. Strangely, Vic only met Bultaco owner FX Bulto once in his life, and that was only for five minutes, even though he had great successes on the Spanish marque.

GORDON FARLEY

In late 1968, Gordon Farley, still in the employment of Comerfords and riding trials under contract to Greeves, signed an 18-month contract with Montala Motors to ride the Spanish Montesa Cota. The Thames Ditton relationship did not end completely though as Reg May

1970: Yorkshire’s Malcolm Rathmell was signed by Bultaco for the season as a motocross rider and was taken under the supportive Comerford banner.

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Comerfords • Super Shop 1970: As the Alta Suzuki project had come to an abrupt halt, Martin and Alan Lampkin had no machines for the Scott Trial. Alan rang Reg May, who sorted them out with a pair of 250 Bultaco Sherpas to ride.

1973: Pictured right — as a factory supported rider Martin Lampkin still received support from the Comerfords workshops, as did Malcolm Rathmell. Lampkin is on the front cover of the Bultaco brochure as winner of the 1973 European Championship; Rathmell won it in 1974.

continued to tune Gordon’s Montesa in secret. Farley would become 1970 British Trials Champion for Montesa, repeating the feat a year later, effectively ending Sammy Miller’s domination of the series. John May, son of Reg May: “It was all done on the quiet, even at the Scottish Six Days, when Dad arranged to meet Gordon in secret to set the Montesa up for the annual highland holiday. No one at Montesa or Comerfords knew anything about it at the time, but Gordon was incredibly grateful for the help nonetheless.” Farley left Comerfords in 1971 to start his own motorcycle business, Gordon Farley Motorcycles in Ash, Aldershot, subsequently relocating to Guildford where it is operated to this day by his son, Scott.

TRADE CONNECTIONS

Trials rider Gary Wright recounts when his father John Wright had connections with the firm: “My Dad worked there as a teenager on Saturdays, and I virtually grew up in the place. He was involved with some Bultaco engine developments in the mid-70s which resulted in many trips to the factory at Barcelona. “He attended a few SSDTs when he did a bit of ‘spannering’ for Malcolm Rathmell and the Lampkins. He set up his own tuning business, Motorite Comp Shop in nearby Hook Road, Surbiton. We also had the American Bultaco rider, Jim Pomeroy, stay with us when he did the British round of the FIM World Motocross Championship. “Dad had been passenger to Dick Langstone in sidecar trials, and they won the British Experts Trial sidecar class. Dick eventually emigrated to Australia.” Langstone, from Pinner in Middlesex, emigrated to Western Australia in 1963 and lived in another of the Comerfords’ employee houses; the Langstones were on the ground floor, and Jock Wilson and his wife, Patricia, were on the upper floor.

1973: Malcolm Davis celebrates his ACU British Scrambles Championship title he won on a Bultaco with Vic Allen on the left. They are surrounded by friends and fellow Comerfords workers.

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WORKERS’ COMMENTS

Liz Argent: “Under my maiden name of Liz Alder, I worked at Comerfords from 1976 to 1979 and married motocross rider Brian Argent, who ended up buying Motorite. I first worked as a telephonist, answering the phone in reception, and then was promoted to doing the invoices and finance paperwork for the motorcycle sales staff. This is where I learned the trade. With the help of Bert Thorn, it eventually gave us the confidence to buy the Motorite business when John and Chris Wright and family moved to Devon. At that time, my husband had already been working for John Wright for about five years. “My claim to fame was being the fastest girl to change a rear wheel in a Bultaco at the Dirt Bike Show. I was coached by the legendary Reg May. For first prize, I received a crash helmet from Phil Read. Unfortunately, there are not many of us left. I’m sure people will enjoy reading about the old firm and the good old days.”

1974: Pictured right — Comerfords were more than happy to sponsor the front page on the official Scottish Six Days Trial programme.

Super Shop • Comerfords

1975: A move to the Comerfords Bultaco for Dave Thorpe was rewarded with wins at the opening two rounds of the 1975 FIM World Trials Championship.

Derek Cranfield: “I was at Comerfords for ten years, joining as a motorcycle salesman and then as the assistant stores manager. After that, I moved into car sales, then back to motorcycle sales and ended up as KTM sales manager when we began importing the KTM mopeds from Austria. This coupled with the importation of Alpinestars boots and Regina chains. It was the beginnings of what eventually became CI Sport. “The company helped me with discounts on my motorcycles and spares for the national trials and the Scottish Six Days Trial. My favourite co-worker was Reg May, we rode trials together for many years all over the country, although I did all the driving. “I also took some photos at the time when Comerfords funded the official program for the Scottish; my photos were on the front and back covers! I recall the time when the USA trophy

1975: Martin Lampkin won the first FIM World Trials Championship, both Bultaco and Comerfords were delighted.

1975: Two legendary people from the world of motorcycle trials at work; on the left Reg May and on the right Martin Lampkin.

team with Bud Ekins and Steve McQueen came with their Triumphs in 1964. Steve had a film photographer taking pictures of everything he did; whether he picked up a spanner or screwdriver or just bent down to look at his machine, there was a camera in his face. “The company had a museum of old machines, and when Toshi Nishiyama first came to this country from Japan, I was one of the first people he met, and I took him around the museum. His job then was a reporter/ photographer; we are still friends to this day.” Derek was from Guildford and eventually ran his own shop, Len Savage Motorcycles in Farnborough.

THE BULTACO YEARS

By 1969, the Bultaco concession for the UK was up for grabs, relinquished by Rickman Brothers based at New Milton who felt it interfered with their Metisse motocross machine manufacturing business. It passed to the main Bultaco dealers, Comerfords, whose employee, Reg May, was one of the first to own a Sherpa T when they arrived in early 1965. May was already known, of course, throughout the land as being the ‘go-to’ man for Bultaco tuning and

modifications. He was to be the man behind the Martin Lampkin 1975 World Championship victory, having prepared Lampkin’s Sherpa to perfection. Bultaco UK was born and the name registered by Comerfords. Malcolm Rathmell, who had ridden for Triumph then Greeves, was signed by Bultaco for the 1970 season as a motocross rider and was taken under the supportive Comerford banner. Rathmell was the holder of the European Trials Championship, but Bultaco viewed him as a top motocross rider at the time. Shortly after, Senor Bulto messaged Comerfords to instruct Malcolm to concentrate on winning trials instead. He remained with Bultaco until late 1974 when he moved to rivals Montesa to develop their Cota 348 model.

RECORD SALES

The mid-70s were recorded as the period in which more trials machines were sold in the UK than at any time before or since. Many of these machines were road registered, and Bultaco had a large market share; the brand was at the top of the world, literally, and sales were buoyant. In 1975, Comerfords celebrated their Golden Jubilee, and the Bultaco connection was a highly

1976: Comerfords and Shell Oils had an excellent working partnership. Here is Jock Wilson, second from the left with the Shell personnel at the SSDT. The riders left to right are: (171) Martin Lampkin, (230) Alan Lampkin, (91) Steve Wilson and (47) Mick Bowers.

Spring 2021 • Classic Trial Magazine

Comerfords • Super Shop significant one. The Portsmouth Road company supported Vic Allan, New Zealander Ivan Miller, Birmingham engineer Vaughn Semmens, John May and Andy Roberton in motocross and a young Scot, Billy Edwards, in youth motocross on a 125cc Pursang, Tony Davis, Martin Strang, Steve Wilson, and Chris Milner plus a whole host of others in trials. The considerable Bultaco UK dealer spares-distribution part of the business was handled very ably by Jock Wilson. On Bultaco retail sales was trials rider Dave Campling, who then went on to work for Motor Cycle News. He then became manager at Ken Heanes motorcycle dealership in Fleet. He also worked on Dirt Bike Rider magazine. In 1975, Martin Lampkin then picked up the inaugural FIM World Trials Championship for the brand. He did not have a Bultaco factory mechanic; he had Reg May. The Scottish Bultaco main dealer was Jimmy Morton, based in the Ayrshire village of Sorn, directly assisted by Comerfords and sponsored champions Norrie Lymburn and Peter Reid. They literally dominated Scottish Motocross from 1973 to 1976. Morton also supported Michael Tye, the son of BSA works rider David, on a Bultaco during the 1976 trials season. When Bernie Schreiber came to ride the 1977 Scottish Six Days, he spent the week before the event at Sorn, practising on a standard Bultaco Sherpa provided from Morton’s stock of new machines. Comerford’s support spread far and wide.

1977: Comerfords supported many good national and centre riders including Martin Strang who was a regular winner in the South West Centre.

1979: Reg May was always amongst the action, helping many riders; here checking the rear tyre with Martin Lampkin at the SSDT.

TRIALS SUPPORT BY BULTACO UK

Trials riders Dave Thorpe, Alan and Martin Lampkin all had Bultaco factory contracts, but their trials machines were looked after by Comerfords in the UK. The Lampkins came to the factory’s notice following Reg May’s ‘rescue’ of Alan Lampkin when he did not have a machine for the Scott Trial in 1970. Alan Lampkin: “I had got to know Reg when we rode around together at the 1966 ‘Scottish’, which I won. In 1970 the Alta Suzuki project had come to an abrupt halt, so Mart and I had no machines for the Scott Trial. I rang Reg up at Comerfords and explained our predicament. He spoke to Mr Comerford who asked, ‘Who are the Lampkins?’ Shortly after, Reg phoned me back and said we were both sorted out with a pair of 250 Bultaco Sherpas, I rode one that had been Barrie Rodgers’ from Derby and Mart rode an ex-Steve Monk Bultaco. This really started our relationship with Comerfords, which led to Bultaco factory support for 1971.” Reg May had a special relationship with the Lampkins and prepared many Bultacos for the brothers. At any given time, Martin Lampkin had half-a-dozen Bultaco engines available to

2015: Now the Beta UK importer, John Lampkin has fond memories of his uncle Martin and Reg May. This is the 1975 FIM World Trials Championship winning Bultaco, which is still owned by the Comerford family.

Classic Trial Magazine • Spring 2021

him prepared with different power characteristics to suit certain events. As they say, the rest is history with Martin rewarding Reg’s attention to detail by going on to win the 1973 European Trials Championship, the 1975 FIM World Trials Championship and triple winner of the Scottish Six Days 1976–1978 and, of course, all on Bultaco machinery. Bultaco UK director, Don Howlett, acted as a talent spotter for the Barcelona factory in the UK, and any UK Bultaco signings were down to him. In the mid-70s, Howlett arranged for all the Bultaco dealers in the UK – and their wives – to go on a special trip to visit the Bultaco factory. Dave Thorpe, from Sheffield, tore up his factory Ossa contract, having fallen out with the company in early 1975. He was loaned a Comerford Bultaco 325 Sherpa demonstrator for the British round of the new World Championship the Hurst Cup Trial in Northern Ireland. His win secured him a works contract direct with the Barcelona factory from the beginning of 1975 to the end of 1978. When the factory eventually closed, Dave was taken under Comerford’s wing from 1980 until 1984. He purchased that Bultaco at a special price and got his spares for no cost. Dave acknowledges that Comerfords were immensely helpful and supportive to him. Unfortunately, he left Bultaco lured by a lucrative offer from CCM to ride their four-stroke. Note: Due to the passing of time, we may have used some pictures without the correct permission. If you feel you are one of these photographers or copyright owners, please contact us.

2019: In 1979 Bernie Schreiber became the first and only FIM World Trials Champion from the USA, riding a Comerfords supported Bultaco.

www.honda-rtl-tlr-trialsart.co.uk Contact Gary: 01234 741800 Email: gary@rockshocks.co.uk

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Honda RTL RED

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.

Ossa Mick Andrews Replica

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

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.

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 four-stroke machines.

Montesa Cota 247

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.

Honda RTL WHITE

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

Cota 247 Ulf Karlson Replica

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

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Conversion • Whitehawk

WHITEHAWK

YAMAHA TY 80

It never ceases to amaze me how just one man and his ideas can impact the world of motorcycle trials. In this regard, Sammy Miller always springs to mind, when he changed the world of trials forever with his move from the four-stroke Ariel to the two-stroke Bultaco in 1965. In my opinion, this is still the biggest ever gamechanger in the sport, relating to machines, that in effect put the first of the nails in the coffin of the once-mighty manufacturing of trials machines in Great Britain. In truth, it happened because they would not listen! In my 60 years on this planet, I have learned that if somebody wants to give you advice, listen – you may not follow it, but always listen. Sammy Miller went to the Bultaco factory, and they listened, which brings me nicely around to Mick Whitlock. Producing 25 more-or-less hand-built Beamish Suzuki frames a week with his small team of workers in the late ’70s brings its own respect. It made the motorcycle manufacturers sit up and take notice. So does the start of this article on the conversion of the world-famous Yamaha TY 80 into the Whitehawk; would you believe it was 40 years ago! Words: John Hulme and Mick Whitlock • Pictures Malcolm Wells, Mike Rapley, Whitehawk Engineering and Yamaha

The Yamaha TY 80 was the introduction to trials for many young riders.

he ACU Youth classes were still in their infancy in 1979 when Mick Whitlock was out watching two of the Southern Centre’s top adult riders at the time, Chris Sutton and Dave Clinkard, having a break in a practice session. Both riders were in the Beamish Suzuki Trials Team, and Mick knew them very well, having followed them through the youth classes into the adult trials world. Dave’s younger brother, Andy, was on his summer holidays from school and took every opportunity to watch and learn and go practising. He had been riding in trials for two years and, at the age of 11, he was leading the ACU C Class British Championship on his Yamaha TY 80. It was a casual remark from Chris Sutton to Mick Whitlock about how Andy was outgrowing the TY 80: “Maybe you should look at making a frame kit for the Yamaha TY80 as the riders grow — maybe a conversion kit like you Spring 2021 • Classic Trial Magazine

Whitehawk • Conversion

Is this the ultimate TY 80? The Whitehawk conversion.

have produced in the past for the Ossa and Sammy Miller’s Bultaco”. The seed was planted in the innovative brain of Mick Whitlock. Maybe Chris Sutton was right in his thinking. The Yamaha TY 80 had introduced a huge, broad spectrum of young riders to motorcycle sport but there was no upgrade available.

SUMMER 1979

Mick Whitlock’s summer of 1979 would see a new dawn emerging as he used his vast experience of frame building to build the first Whitehawk TY 80 conversion. A standard Yamaha would be the donor machine. He would still use the original bulletproof Yamaha engine, front and rear suspension, wheel hubs, fuel tank and other suitable cycle parts. Into the bin would go the standard frame, swinging-arm and wheel rims. It was quite interesting to note when speaking with Mick that the frame and swinging-arms went into a quarry scrap-metal hole in the ground and the wheel rims were recycled. The new frame and swinging-arm was fabricated in Reynolds 531 tubing and carried the trademark Whitlock attention to detail in the way. It was put together and then chrome plated for a durable finish. The new frame incorporated new spring-loaded footrests, rear brake pedal and rod, a stronger rear chain tensioner arm and an aluminium sump shield protector. The cumbersome under-engine side stand located on the frame had been moved to the opposite side and was now mounted on the swinging-arm.

Batches of 20 machines would arrive from Fowlers of Bristol to be completely stripped down.

Looking good: the very first prototype.

Attention to detail: a Whitehawk trademark included a nice glossy brochure.

This brochure shot gives you the full picture of how professional the converted machines were.

Classic Trial Magazine • Spring 2021

Conversion • Whitehawk

A very practical and functional production line at the Whitehawk factory.

WINNER

Young Andy Clinkard winning on the Whitehawk was the best promotional tool you could have wished for.

A NICE TOUCH

To improve the handling, as it was now physically a larger machine, the swinging-arm had been extended, and a really nice touch was the machined billet aluminium front fork extenders. For production, they would be cast aluminium – which bolted to the bottom of the original Yamaha fork legs and reduced the trail angle. These put the wheel spindle in front of the forks and also pushed the machine’s ride height up. The front and rear wheel sizes went up two inches to 2.50 x 18 at the front, and to 3.00 x 16 at the rear. Yokohama tyres were fitted. These changes raised the seat height three inches, the ground clearance was now 11 inches, and the overall wheelbase was 43 inches. It almost looked like someone had put the airline on it and blown it up in size! A new front mudguard stay was produced to accommodate the new front wheel size. The sprocket sizes had changed to an 11 x 45 combination for the final drive to improve the gearing, and it used a more heavy-duty chain.

It was that good that Andy Clinkard took to it like a duck to water. The rider–machine combination had turned out exactly how they had wanted it to; the smile on the young man’s face said it all. After speaking with Andy, who led the 1979 ACU Youth C Class British Championship, both Mick Whitlock and Andy’s older brother, Dave, agreed to take the new machine to the next round in Yorkshire. The trip up north would be the ultimate test, and it was a winner, much to everyone’s delight. A southern rider winning in the heart of the trials world in the north of the country was a fantastic morale booster for Whitehawk Engineering. Now it was decision time for Mick about how to market the machine’s potential. With so many of the Yamaha TY 80 machines out there, should he just market the frame kit or look into supplying complete machines?

YOU CHOOSE

A phone call to the Yamaha dealers, Fowlers of Bristol, answered the question, as they would be happy to supply the brand-new model Yamaha TY 80 machines in batches of 20 at a time. Whitehawk Engineering would then be in a position to supply a frame conversion kit priced at £221.50 (incl. VAT) or a complete Whitehawk Yamaha TY 80 priced at £615 (incl. VAT). As 1979 closed, Andy Clinkard was the ACU Youth C Class British Champion, and Mick Whitlock and his team were in a position to supply the conversion kits or the complete machines. The complete machine looked so good, and it stood proud in its black and white colours, complemented by the chrome frame. The phone at Whitehawk Engineering did not go mad; it went ballistic. The new Whitehawk, be it a conversion or a complete machine, was the one to have. John Gaskell Motorcycles would be the northern distributor, and Bob Gollner Motorcycles became the distributor across the south. Looking every inch a winner the MK 11 Whitehawk Yamaha TY 80.

Mick Whitlock’s efforts were rewarded when he was invited to show the Whitehawk range on the official Yamaha stand.

Spring 2021 • Classic Trial Magazine

Conversion • Whitehawk

EVOLUTION

It was a huge success and gave the older Yamaha TY 80 machines a new lease of life. Never one to rest on his laurels, Mick Whitlock later decided to evolve his conversion kits with a MKII model of the Whitehawk Yamaha TY 80, which was released in December 1980. It would once again move up on the wheel sizes to 2.50 x 19 at the front, and 3.75 x 17 at the rear and Pirelli tyres would be fitted. It would also be sold as a conversion kit or a complete machine with new red-and-black aesthetics complementing the chrome frame. Physically bigger than the MKI, the MKII gave owners the option once again to upgrade their machines as they grew. Whitehawk Engineering also introduced a range of upgrade parts for the TY 80 models as an addition to the trials models. Working alongside Talon Engineering, a new gearbox ‘cluster’ was produced, giving a lowerratio second and third gear, and a one-piece seat and fuel tank unit.

YOUTH DEVELOPMENT

As the youth side of motorcycle trials grew in the early ‘80s, Whitehawk had a three-man team consisting of Kevin Bleasdale, Andy Clinkard and Neil Hubbard in the various ACU championships. Other manufacturers became

A Whitehawk Yamaha TY 175cc was added to the model range, with the option of a 200cc cylinder conversion.

interested in the youth market, including Fantic and Italjet, who mass-produced machines to suit the younger riders. Speaking with Mick Whitlock recently, he thinks around 175 complete Whitehawk Yamaha TY 80 models were produced, and around 75 conversions supplied. Mick would go on to manufacture and sell frame conversion for the Yamaha TY 175 and

250 models. He should be very proud of his contribution to the growth of the ACU Youth class movement in the UK and the future of the riders at a significant time in the sport. Just to note that in January 1981, Mitsui, the official Yamaha importers into the UK, were waiting for a fresh batch of 1,000 of the Yamaha TY 80 models they had ordered to arrive; Mick Whitlock had certainly left his mark.

Whitehawk brothers.

Machines ready for distribution at the Whitehawk Engineering factory.

The conversion of the world-famous Yamaha TY 80 into the Whitehawk was, would you believe, 40 years ago! Mick Whitlock should be very proud of his efforts.

Spring 2021 • Classic Trial Magazine

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Spring 2021 • Classic Trial Magazine

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Classic Trial Magazine • Spring 2021

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

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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

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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

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Spring 2021 • Classic Trial Magazine

In the world of Trials • Superstore

GREAT GIFT IDEAS £9.99 FOR ANY ENTHUSIAST FROM ONLY

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 DVD: 2019 Classic Review 02 Motorcycle Retro Replay Magazine 03 A Complete Guide to Motorcycle Trials 04 Motorcycle Competition Scotland 1975–2010 05 Classic Trial Magazine Protective Binder 06 Classic Trial Magazine Drawstring Gym Bag 07 Lochaber Scottish Six Days Trial 1909–2011 08 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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#take it to the line

CHRIS KOCH -

KIA NATIONAL TWINSHOCK CHAMPIONSHIP HILLSBOROUGH